LIBRARY OF CONGRESS, 



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Shelf 3&S.12S 

UNITED STATES OF AMERICA. 
JR^^. 



THE 



Great Strike on the "Q" 



"WITH 



A HISTORY OF THE ORGANIZATION AND GROWTH OF THE 
BROTHERHOOD OF LOCOMOTIVE ENGINEERS, BROTHER- 
HOOD OF LOCOMOTIVE FIREMEN, AND SWITCH- 
MEN' S MUTUAL AID ASSOCIATION 
OF NORTH AMERICA. 



/ 




3JoJ|tt 3U Hall, 

n 
Ex-Ydrdmaster C. B. & Q. Railway. 




18 89. 
ELLIOTT & BEEZLEY, 

Chicago a\d Philadelphia. 



DEDICATION. 



A history of the spoliations, robberies, and 
oppressions of corporate capital in America, is a his- 
tory of shame, degredation and disgrace, not to be 
obscured in the halo of great achievements in ma- 
terial progress, though adorned by the splendid 
triumphs of science and art. It is tl^e impersonation 
of the passion of avarice, and no more soul-debasing 
passion afflicts the human race. It becomes more 
ravenous the more its maw is gorged; it always and 
everlastingly wants more; in growth it never reaches 
maturity, 

The only T\rrr\ and determined resistance that 
has ever confronted this power Fjas come from the 
widely extended but fraternally combined labor 
organizations of the country; though not always 
successful in resistance, they have ever left the 
enemy too feeble to follow up a technical victory. 

To that mighty bulwark that will yet stem the 
tide of corporate greed, and insure to the laborer a 
fair share of the produce of his toils, this book is 
respectfully dedicated. 



PREFACE. 



THE cause of right is but the cause of 
reason. Let all men reason together, and 
be brothers. Let all help each other and it 
will be easier for all. 

We are all victims of monopoly, and it lies 
within our own efforts to reform a system which 
enslaves the many and makes heartless misers 
of the few. We must not fear a thing because 
it seems radical ; truth is always radical, and 
every advance that humanity has ever made 
has been born in radicalism. 

To act upon the dictates of reason is to be 
radical. This fearful thing called radicalism is 
the hope of society. With it you will bury mo- 
nopoly, injustice and oppression. 

Him the world calls Master, because of 
His worthiness, nobleness, manhood and j ustice> 
was far from being conservative. He espoused 
the cause of the poor, the weak and the helpless 
against the rich, the strong, and the powerful. 
Instead of favoring and fostering the existing 
evils of society, He sought to reform them, and 
set into motion the great wheels of Christianity 



VI PREFACE. 

that are rolling over the whole earth. Let 
those who call themselves His followers, strive 
to make His commands practicable. Let them 
have more of justice, charity and humanity, 

ORGANIZATION. 

To obtain justice, and obtain it legally, the 
weak must organize. Whatever may be the 
ideal to which labor reformers aspire, the first 
step must be organization. This is living 
protest against monopoly and injustice, and 
the means by which we must reform our social 
system, if we would last as a nation. 

A tramp at the base of the social pyramid, 
and a millionaire at the top, argues ill for the 
middle classes. With the foundation rotten, 
and the summit top-heavy, the whole structure 
must fall or be rebuilt. 

Much of the matter contained in this 
book came under the personal observation of 
the writer; more was furnished by the 
Brotherhoods and the correspondence of the 
strikers. 

Thanks are due to Chairmen Hoge and 
Murphy, for kindness and favors rendered. 
Yours Truly, 

JOHN A. HALL. 



The Great Strike on the Q. 



This work should properly begin with a short 
history of the origin and growth of the three Orders 
whose members were connected with the strike upon 
the Burlington system. 

Naturally the Brotherhood of Locomotive En- 
gineers should come first, as the strike originated 
with them, and was brought about by the injustice 
and oppression of the Burlington Officials toward 
this Order. 

The organization of the Brotherhood of Locomo- 
tive Engineers originated in the State of Michigan, in 
the year 1863. For some years before that time, the 
locomotive engineers on various roads throughout the 
country had cause for serious complaints owing to 
the treatment they received at the hands of railroad 
officials. It was felt that the men handling the 
locomotives on the growing railroad system of America 
were performing important duties that required 
good, responsible men, and deserved fair and honor- 
able treatment, which, in many instances, was not 
given. The tendency of many railroad officers, 
in fact, was to degrade engineers, and refuse 



8 THE GREAT STRIKE ON THE Q. 

them the justice and fair dealing which is their 
just due. The immediate cause of the formation of the 
Order was the harsh treatment received by the engi- 
neers employed on the Michigan Central Railroad from 
the superintendent of motive power of that road. The 
disposition manifested by him to wage a remorseless 
war upon the best interests of labor, and especially his 
incroachments upon the established rights and usages 
of the engineers in the employ of that company, and 
the reduction of their pay, at length became insufferable, 
and the engineers, as a class, became satisfied that 
the safety of their pecuniary interests demanded a 
unity of purpose and combined organization. A meet- 
ing was held, composed of engineers employed by the 
Michigan Central Railroad, and the result of their de- 
liberations, at this primary meeting, was a call for a 
Convention of Engineers, to meet in the city of Detroit, 
on the fifth of the ensuing month, May. The call 
was extended only to the engineers on the following 
roads : The Michigan Central, Michigan Southern & 
Northern Indiana, Detroit & Milwaukee, Grand Trunk 
on the American side, and the Detroit Branch of the 
Michigan Southern. At the Convention, the Michigan 
Southern & Northern Indiana was represented by 
F. Avery, L. Wheeler and John Kennedy; the De- 
troit Branch of that road by T. Wartsmouth and E. 
Nichols; the Detroit & Milwaukee by H. Higgins; 
the Grand Trunk by B. Northrup ; and Geo. Q. Adams 
represented the Eastern Division of the Michigan Cen- 
tral, and W. D. Robinson the Middle Division of the 
same road. With but little formality in their organi- 



THE GREAT STRIKE ON THE Q. V 

zation, these delegates entered upon their duties. A 
Constitution and By-Laws, embodying the fundamental 
principles of our present organization, was adopted. 

The necessity of something further on the part of 
engineers than the common consent to become and re- 
main members of this organization so long as suited 
their convenience, and no longer, became apparent to 
minds of the delegates, and an obligation, as a bond 
of union, was unanimously adopted, and on the 8th of 
May, 1863, a band of twelve engineers, the delegates 
included, joined hands and pledged themselves to sup- 
port the Constitution and By-Laws then adopted, and 
to resist the wrong and maintain the right. Officers 
were elected, and Division No. 1, of Detroit, Brother- 
hood of the Foot-Board, stood forth as the pioneer in 
the work of the regeneration and elevation of the loco- 
motive engineers on this continent, eager to extend 
the hand of fellowship and alliance to all worthy mem- 
bers of the craft who had any faith in their rights as 
a class and a belief that in organized action alone 
rested a hope of vindication. The organization of Di- 
visions soon began, and in three months ten Divisions 
had sprung into existence. 

At this time, the Chief Engineer of Division No. 
1 issued a call for a meeting of one delegate from 
each Division, to meet at Detroit August 18, 1863, for 
the purpose of forming a Grand National Division, 
Brotherhood of Locomotive Engineers. At this meet- 
ing, the Constitution and By-Laws were changed and 
provisions made for the formation and government of 
a Grand National Division. W. D. Bobinson was 



10 THE GREAT STRIKE ON THE Q. 

elected Grand Chief Engineer of the Order, and served 
in that capacity until August 20, 1864, at which time 
there were thirty-eight Sub-Divisions, covering the 
railroads from Michigan, through Indiana, Illinois, 
Ohio, Kentucky, Tennessee, Pennsylvania, New Jer- 
sey and New York. Charles Wilson, the second Grand 
Chief Engineer, was elected to succeed W. D. Eobin- 
son, and continued in office until February 25, 1874. 

At a special session of the Grand International 
Division, held in the city of Cleveland, P. M. Arthur, 
the present incumbent, was elected his successor, and 
•re-elected at the close of each term of three years to 
the present time, executing the duties of the office 
with such success and judgment that the Order has 
continued to grow and improve, until it now numbers 
three hundred and sixty Sub-Divisions with 25,000 
members, and covers every railroad and every State 
and Territory in the United States, as well as a large 
part of the British Provinces and Mexico. We be- 
lieve that the law of the Order, enforced by him, of 
" doing by others as we would be done by," is the only 
true solution to the labor problem of the present 
day. 

In these days of strikes and increasing labor agi- 
tation, the course adopted by them has proved to be 
unquestionably the best, and to that alone we ascribe 
the great success that has attended their efforts and 
made their Order known and respected everywhere. 
This course is, that any differences between members 
and their employers shall be settled by arbitration. 
St. Paul says, "Come, let us reason together ;" and 



THE GREAT STRIKE ON THE Q. 11 

this advice they have found to be so good that they 
have it to say, that never since its adoption by them 
have they resorted to a strike when the officials of a 
company where dissatisfaction existed would receive 
and treat with our committee. 



Brotherhood of Locomotive Firemen. 



The organization known as the Brotherhood of 
Locomotive Firemen was organized at Port Jervis, 
N. Y., December 1, 1873. and is consequently fif- 
teen years old. 

The following "Preamble" to the Constitution 
explains the aims and objects of the Order : 

For the purpose of uniting Locomotive Firemen, and 
elevating their social, moral and intellectual standing, and 
for the protection of their interests and the promotion of 
their general welfare, the Brotherhood of Locomotive Fire- 
men has been organized. 

The interests of our members and their employers be- 
ing identical, we recognize the necessity of co-operation, 
and it is the aim of the Brotherhood to cultivate a spirit of 
harmony between them, upon a basis of mutual justice. 

Kealizing the fact that our vocation involves ceaseless 
peril,and that it is a duty we owe to ourselves and our families 
to make suitable provision against these disasters which al- 
most daily overtake us on the rail, the necessity of protect- 
ing our interests as firemen and of extending to each other 
the hand of charity, and being sober, industrious and honor- 
able men, becomes seif -evident: And, hence, the Brotherhood 
has adopted as its cardinal principles, the motto: "Protec- 
tion, Charity, Sobriety and Industry." 

The organization w T as formed by eleven men on 
the Erie Eailroad, and the first Lodge numbered 



12 THE GREAT STRIKE ON THE Q. 

eleven men. Its growth and development has been 
phenomenal ; starting with that first Lodge of eleven 
men in New York, the organization expanded into 
immense proportions, with lodges in every State and 
Territory of the Union, covering Canada and extend- 
ing into Mexico. 

There are at present 3S5 subordinate lodges, with 
a membership of 19,000 men. The rapid growth fully 
demonstrates the necessity for its existence. It might 
be supposed that this phenomenal increase would be a 
source of weakness, instead of strength. Such, however, 
is not the case. The Brotherhood of Firemen has never, 
at anytime, been unwieldy, but on the contrary the 
addition of each new lodge has been so well assimulated 
by the whole, that this body of 19,000 is as compact, 
firm and as thoroughly under control as a division of 
the Regular Army. Another grand element of strength 
is the fact that there is no aristocracy in*the Order. 

It must not be thought that all has been clear 
and smooth sailing with the Brotherhood of Firemen ; 
this great result has been won by years of incessant 
labor by earnest, determined men, with confidence in 
themselves and in the justice of their cause. Prob- 
ably no organization has had a harder struggle for ex- 
istence ; it has experienced serious reverses ; the year 
of its birth was the year of the great commercial panic. 
Born and nutured in adversity, it has steadily worked 
its way to the front. In 1877 the country was agi- 
tated from Maine to California by labor troubles, and 
labor organizations received a severe check, and 
an unsettled condition existed for several years* 



THE GREAT STRIKE ON THE Q. 13 

"Seventy-eight" and "'79" were critical periods, and 
were years of anxiety for the safety of the Brotherhood. 
Starting in 1873 as a purely benevolent institution, 
it developed into a labor organization in 1885, retain- 
ing, however, all of its moral and benevolent features 
intact. There are no State organizations in this 
Brotherhood. It is governed by a Grand Lodge com- 
posed of a Grand Master, Vice-Grand Master, Grand 
Secretary and Treasurer, Editor and Manager of the 
Magazine, Grand Executive Board of five members, 
and a Board of Grand Trustees, consisting of three 
members. 

OFFICERS. 

The first Grand Master was J. A. Leach, now re- 
siding in Kansas City ; the first Grand Secretary and 
Treasurer was Wm. N. Sayre, of Buffalo, N. Y. ; second 
Grand Master, W. B. Worth, followed in succession 
by F. B. Alley and W. T. Goundie (now General Man- 
ager of the New York Elevated Bail way), and F. W. 
Arnold. S. M. Stevens, of Lowell, Mass., was, for sev- 
eral years, Grand Organizer and Instructor, succeeded 
in 1885 by J. J. Hannahan, of Englewood, 111., who now 
holds that office in connection with that of Vice-Grand 
Master. 

The present officers are: F. P. Sargent, Grand 
Master, Terre Haute, Ind. ; J. J. Hannahan, Vice-Grand 
Master and Grand Organizer and Instructor, Engle- 
wood, 111. ; Eugene V. Debs, Grand Secretary and 
Treasurer, Terre Haute, Ind. ; H. H. Walton iS Chair- 
man of the Grand Executive Board, Philadelphia, Pa. ; 
W. E. Burns, Secretary, Chicago, 111. ; the Grand 



14 THE GREAT STRIKE ON THE Q. 

Executive Board is composed of J. J. Leahy, Phila- 
delphia, Pa. ; W. H. McDonnell, Scranton, Pa. ; F. 
Holl, Minneapolis, Minn., and C. W. Gardner, Fort 
Dodge, la. 

The circulation of the Magazine, the official organ 
of the Brotherhood is 26,000 copies. 

BENEVOLENCE OUTSIDE OF THE ORDER. 

Standing squarely on the broad principles of 
Benevolence and Human Justice, this Order has ever 
extended the helping hand and given counsel and 
assistance to the laboring man in his struggle for inde- 
pendence. The Brotherhood of Bailway Brakemen 
owe much to the B. of L. F., and never in its history 
has the B. of L. F. opposed itself to labor organiza- 
tion. Bemembering their own desperate struggle for 
existence, charity, sympathy and aid have been freely 
given to younger organizations. 

Ever foremost in the battle for justice and right, 
it was the first to call attention to the imperative 
necessity for federation of railroad employes. The 
strike upon the "Q" has demonstrated the absolute 
need of federation. 

GRAND MASTER SARGENT. 

The following extract from the address of Grand 

Master Sargent, at Minneapolis, three years ago, covers 

many of the points in controversy to-day, and will be 

found interesting to the public : 

The Brotherhood of Locomotive Firemen ask nothing 
that is not just; we do not want one penny more than we 
rightfully earn; we believe that our calling is one that should 
command good wages for faithful service, and we desire also 



THE GREAT STRIKE ON THE Q. li> 

that all our members shall render such service. We recog- 
nize the fact that our employer has certain rights that 
we, as employes, are bound to respect, and it is never 
our purpose to antagonize. Justice is our motto— justice 
not only to ourselves, but to our employer. I believe 
that if organizations of labor keep in mind that great prin- 
ciple, and are officered by men that are conservative, that are 
willing to work at both sides of a question and settle on a 
basis of equal justice to both employer and employe, and 
when the employer will be willing to treat his employe with 
that spirit of fairness which is due all faithful workmen, rec- 
ognizing in them men of intelligence, capable of knowing 
right from wrong, that strikes and strife will seldom come, 
and if they do, it will be when every well-thinking man that 
has the true principle of manhood will endorse the organi- 
zation struggling for its rights, I desire the members of the 
Brotherhood of Locomotive Firemen to so conduct them- 
selves that when they go before a General Manager, Superin- 
tendent or Master Mechanic, they will meet with those court- 
esies due a manly man. I want General Managers, Superin- 
tendents and Master Mechanics to feel that they have in a 
member of the Brotherhood of Locomotive Firemen a faith - 
ful employe, one they can place confidence in, and when he 
comes to them in a respectful way, and lays before them a 
grievance, that they will give him a hearing and render him 
justice. 

Our system of adjusting grievances is by arbitration, 
believing this is the only sure method of preserving har- 
mony between employer and employe. If at any time we feel 
aggrieved, we make a statement of our grievance and place 
it in the hands of the Grievance Committee of the local Lodge. 
The chairman of this committee, through its secretary, calls 
the committee together, and examines into the merits of the 
grievance, and if considered just, the committee so reports 
to the Lodge with proper recommendations, and if the Lodge 
considers the grievance worthy of action, it orders the com- 
mittee to proceed to adjust the matter. The committee then 
calls on the Master Mechanic and Superintendent, and in a 
gentlemanly manner lay the grievance before them, and if 
possible arrive at a satisfactory settlement. If the Master 
Mechanic and Superintendent have not the power, or show 



16 THE GREAT STRIKE ON THE Q. 

no disposition to treat with the committee, they go to the 
General Manager, from him to the President, and so on until 
all means have been exhausted to secure an adjustment. If 
they fail, they then send for their chief executive, and on his 
arrival, he, in conjunction with the committee, again uses all 
means within reason to effect a settlement. Failing again, 
it then lies in the power of the Grand Master to order the 
men to quit work, or, in more plain terms, to strike. Now, 
the Brotherhood of Locomotive Firemen have been in exist- 
ence nearly thirteen years, and during that time we have not 
been involved in a single strike. We believe that the conserv- 
ative stand that has always been taken, and the intelligence 
of the men that have been our leaders and committees have 
been the means of making this record . It has been said that 
firemen would never be recognized by railway officials in the 
adjustment of wages or the settlement of grievances. I de- 
sire to dispel any such opinion from the minds of all. During 
the last year we have had a large number of our committees 
wait on Presidents and General Managers, and in every 
instance they were cordially treated and received a satisfac- 
tory advance of pay, and the result is that firemen are looked 
upon by officials as men capable of reasoning, that they are 
qualified to go before a President or General Manager and 
discuss questions relative to their vocation better than men 
that are not following the same occupation, even though 
they ride upon the same engine. 

The Brotherhood feels proud of its record, and it is our 
purpose to carry forward our good work in the same straight- 
forward manner. We ask nothing of our employer but what 
is reasonable, believing that it is the policy of the railway 
managers of the present day to treat with their employes in a 
fair and liberal manner. It has been my experience, during 
the limited time that I have been connected with railroads, 
that most of the dissatisfaction that arises between employer 
and emplojte originates from the overbearing, tyrannical action 
of some petty foreman, ofttimes a Master Mechanic, and em- 
ployes censure the officials, and sometimes affairs assume a 
serious aspect, when, if the employe would go to the proper 
authority— the President or General Manager— and lay his 
grievance before them, he would get immediate satisfaction. 
Ofttimes the officials know nothing of the existence of any 



THE GREAT STRIKE ON THE Q. 17 

dissatisfaction until they are informed that the employe has 
struck ; then it is too late to present the true situation to the 
official, who, having had no intimation of trouble, feels 
greatly incensed at the action of the employe, and immedi- 
ately turns against him, when, had the facts been presented to 
him, the foreman or the petty boss that caused the dissatis- 
faction would have been looking for employment, while the 
employe would have had justice. There is only one way to 
adjust our grievances, and that is by a careful statement to 
the proper authority. Then, if we fail to obtain satisfaction, 
we can feel that we have done our duty, and the responsibil- 
ity rests with employer, not employe. During the past few 
months we have observed in many localities troubles between 
employer and employe. The cry has always been, Labor 
fighting capital. Capital is not the enemy of labor ; it is not 
capital that labor is opposing ; it is the monopolist, and such 
a monopolist grinds down the laboring man to starvation 
wages in order that he may enrich his own coffers. Labor is 
the creator of capital, and as such there can be no strife between 
them. It is the monopolists that control capital that antag- 
onizes the laborer, and compels him to work for scarcely 
enough to keep his family in food ; and it is those monopo- 
lists that to-day have capital bound in chains and separated 
from its creator — labor. For years laboring men have been 
subject to reductions in wages until, in many instances, the 
amount of their daily earnings would scarcely buy food suffi- 
cient to sustain life. Men of liberal views have observed this 
state of affairs, and many of our great thinkers have exam- 
ined into this question, and, becoming convinced that it was 
wrong to allow their fellow-men to be trodden down by a 
class of men that have only one ambition, and that is to control 
all the capital of the land, have organized for the purpose of 
getting for the laborer, the creator of the vast wealth of this 
country, a reasonable day's pay for a reasonable day's work; 
not to antagonize capital, but to ask that he who creates the 
wealth of the land shall have at least enough to clothe and 
feed his family and live in a respectable little home. To be 
sure, there have many things occurred during the past few 
months that have caused some of these organizations of labor 
to be looked upon with suspicion, and there are many that 
stand ready to condemn them. But let us not be too severe ; 



18 THE GREAT STRIKE ON THE Q. 

■we have all made mistakes, and we should always be willing 
to concede to others what we ask for ourselves— charity ; and 
let us be charitable to those that during the past year have 
been involved in difficulties with their employers. 

The members are not to be censured for all that is done 
by these organizations. Officers that wield the power can 
involve an Order in difficulty by making unjust demands. 
Men ought never to be placed at the head of these labor organ- 
izations who are unprincipled or unjust. Place men there 
who will work to the interests of those they represent, and at 
all times avoid conflict when it is uncalled for. I am con- 
vinced that the labor troubles of the past few months have 
been beneficial to us all, notwithstanding there have been 
many wrongs committed, many lives lost and much property 
destroyed. This we all deplore, and any Order that sanctions 
any such actions od the part of its members should be con- 
demned. We believe that the trouble we have experienced will 
teach a lesson to all organizations of labor. We cannot be 
too careful whom we admit to our Order, one bad man may 
ruin a whole Lodge. Look well to a man's character and 
standing before you admit him, and then you will find that in 
all his duties he will do right and bring credit to himself and 
the Order. In admitting only such men, we may hope to re- 
ceive the endorsement of all good people. 

We turn to ourConstitution, and there read in the pream- 
ble: "For the purpose of effecting a unity of Firemen, and 
elevating them to a higher social, moral and intellectual 
standard, and for the promotion of their general welfare, and 
the protection of their families, the Brotherhood has been 
organized." 

Let these words be engraven upon the hearts, not only 
of our membership, but the great public, so that our aims 
may be understood and our ambitions appreciated. Our 
preamble voices the sublime sentiments of our fraternity, and 
we trust they may touch a responsive chord in the hearts of 
all good people. 



THE GREAT STRIKE ON THE Q. 19 



Switchmen' s Mutual Aid Association of 
North America. 



This Association i& growing rapidly in influence 
and numbers. It is now one of the most powerful 
labor organizations on this continent. The large field 
from which it draws its membership, the character of 
its members, and the care exercised in admitting 
none but the right type of men, the energy and deter- 
mination of each individual, and, above all other con- 
siderations, the absolute equality guaranteed by its 
Constitution and unwritten laws, warrant the assertion 
that this Association must soon stand among the first 
in the list of labor organizations. 

OBJECT. 

The preamble to the Constitution reads as fol- 
lows: 

1st. Is to unite and promote the general welfare and 
advance the interests, social, moral and intellectual, of its 
members. Benevolence, very needful in a calling as hazard- 
ous as ours, has led to the organization of this Association. 

2d. Believing that it is for the best interests, both of 
our members and their employers, that a good understanding 
should at all times exist between them, it will be the constant 
endeavor of this Association to establish mutual confidence 
and create and maintain harmonious relations between em- 
ployer and employe. 

3d. Such are the aims and purposes of the Switchmen's 
Mutual Aid Association of North America. 

Benevolence is its corner-stone, — to relieve the 
distress of disabled brothers, to care for their widows 



20 ■ THE GREAT STRIKE ON THE Q. 

and orphans, and to see to the decent burial of de- 
ceased members. 

The National Association, strong as it is in num- 
bers, is but little over three years old. 

The- first Switchmen's Union was founded in 
Chicago, on August 18, 1877. That was a local soci- 
ety, and was chartered by the State of Illinois. The 
charter members were — Edward W. Jennings, Thos. 
Griffin, James Cullerton, Wm. Hopper, Thaddeus 
Boyd, Thos. Green, Edward Scanlon, John Kenny, 
Wm. Short, Chas. Eichardson, Wm. Bosencranse and 
John Eeily. The officers were — Wm. Hopper, Presi- 
dent ; Thaddeus Boyd, Vice-President ; Thos. Griffin, 
James Cullerton and Edward Jennings, Trustees. 

While for several years the Union made little 
headway, it succeeded in maintaining a nucleus for 
something better. In 1884, new life was instilled into 
it by the demands and spirit of the times, coupled 
with the selection of a set of officers with unusual 
energy, ability and determination. Eapid growth, and 
the creation and dissemination of sentiments of organi- 
zation were the immediate results. Other cities fol- 
lowed Chicago's example, and very soon there were a 
number of flourishing Unions throughout the United 
States. 

Then the necessity of a National organization 
became manifest. Several Unions, moved by the 
same spirit, took hold of this matter about the same 
time. A call for a meeting of delegates of the various 
local bodies, to meet at 112 East Eandolph street, 
Chicago, on February 22, 1886, was issued, and in re- 



THE GREAT STRIKE ON THE Q. 21 

sponse thereto a large assemblage of representative 
switchmen met at the place on the day named. 
The meeting lasted eight days, and was quite harmo- 
nious and exceedingly enthusiastic. The Convention 
was called to order by Mr. John Drury, who stated that 
the object was to amalgamate the different organiza- 
tions into one grand body, whose authority should ex- 
tend throughout the United States. The Convention 
was duly organized by the election of Mr. John Drury 
as Chairman, Mr. James A. Healey, of Chicago, as Sec- 
retary, Mr. Joseph D. Hill, of Kansas City, Eeading 
Clerk, and Mr. M. J. Keegan, Sergeant-at-Arms. A 
Constitution and By-Laws were adopted, and the follow- 
ing grand officers elected for the current year : Grand 
Master, James L.Monaghan; Yice-Grand Master and 
Instructor, John Drury ; Grand Secretary and Treas- 
urer, John Downey. Board of Directors, M. J. Keegan, 
of Chicago ; James A. Kelly, of Chicago ; W. A. Sim- 
mons, of Chicago; James A. Healey, of Chicago; 
Joseph D. Hill, of Kansas City; J. L. Hyer, of Bock 
Island, and W. B. Davison, of Joliet. A great deal 
of important business was transacted in secret session 
pertaining to the Order, after which the Grand Lodge 
resolved to aid Mr. C. B. Wooldridge in the publica- 
tion of a monthly magazine devoted to the interests of 
the Order. A uniform pin was adopted, and an in- 
vitation to attend the second annual ball, given by 
local Lodge No. 1, in honor of the Grand Lodge, was 
accepted with thanks. The Convention then ad- 
journed, to meet in Kansas City, Monday, September 
20, 1886. 



22 THE GREAT STRIKE ON THE Q. 

James L. Monaghan, the first Grand Master, 
graduated from the public schools of Philadelphia, 
and studied law for two years. Bad health, however, 
compelled him to abandon an indoor life, and he took 
to railroading. He first did duty as a clerk, but 
found that was little better for him than the law, and 
he then entered the service as a switchman on the P., 
W. & B. By. He came West in 1879, and has been 
prominently identified with the switchmen and their 
organizations until November, 1888, when he was 
elected to the lower house of the Illinois Legislature. 
He was succeeded in the office by Frank Sweeney, of 
Minneapolis. 

John Drury, the first Vice-Grand Master, is an 
Englishman. He first entered upon railroad work as 
a brakeman on the Grand Trunk of Canada. As an 
organizer during the early days, John Drury was em- 
nently successful, and the Association progressed in a 
surprising manner during the first year of its National 
existence. The First Annual Convention was held at 
Kansas City, September 20, 1886, and was composed 
of delegates from twenty-five Lodges. This repre- 
sented the growth of the Order for one year. 

The important business of the complete recon- 
struction of the Constitution and By-Laws to keep 
pace with the growing propensities of the Associa- 
tion, was the result of that body's deliberations. 

The Second Annual Convention was held at In- 
dianapolis, September 19, 1887. The result of this 
meeting was a still further revision of the laws, and 



THE GREAT STRIKE ON THE Q. 23 

the election of Wm. A. Simsrott as Grand Secretary 
and Treasurer. 

At the Third Annual Convention at St. Louis, in 
September, 1888, Frank Sweeney, of Minneapolis, 
was elected Grand Master ; John Downey, of Chicago, 
Vice-Grand Master; Geo. S. Bailey, Grand Organizer 
and Instructor. John W. Callahan, Chicago, 111. ; Ed- 
ward Hutchinson, Chicago, 111. ; S. K. Hardin, St. 
Louis, Mo. ; John M. Kelley, Fort Wayne, Ind. ; Jas. 
F. Scullen, Omaha, Neb., Grand Board of Directors. 

Grand Master Frank Sweeney was born in Zanes- 
ville, 0., in 1855. His parents moved West in 1860, 
and located at Monroe, Wis. He received a common- 
school education, and for a time studied medicine. 
He disliked the profession, however, and soon aban- 
doned it and entered the railway service. His first rail- 
roading was in the capacity of brakeman on the M. & 
St. P. After braking on several roads for the period 
of four years, he began switching in the yard of the 
Minneapolis & St. Louis in 1886. At that time there 
w r ere but three switch engines in Minneapolis. He 
has been in the yard service in that city ever since, 
until elevated to the position of Grand Master of the 
Order. He was one of the active men that organized 
Lodge No. 30, and was elected a delegate to the Sec- 
ond Annual Convention, held in Indianapolis, in 
1887. At that session he was elected Vice-Grand 
Master of the Association, and his recent elevation to 
the highest position in the Order speaks better than 
words as to what opinion the switchmen have of him. 
He was instrumental in organizing the Northwest, and 



24 THE GREAT STRIKE ON THE Q. 

won the admiration of the switchmen of the country 
by his intelligent and conservative handling of ques- 
tions that arose in that locality. 

Grand Secretary and Treasurer William A. Sims- 
rott was born in Chicago in 1861, and has the hustle 
characteristic of the average Chicagoan. He received 
a common-school education, and began his railroad- 
ing in 1878 as a clerk on the P., Ft. W. & C. Bail- 
way. In 1882 he entered the yards of the Chicago 
& Western Indiana Eailway as a switchman. In 
1883 he entered the service of the L., N. A. & C. 
Eailway, and continued with that road until elected 
to the office of Grand Secretary and Treasurer. He 
was a yardmaster at the time of leaving the com- 
pany's employ. He was accepted in Lodge No. 1 in 
1883, and in a few months elected to the office of 
Financial Secretary. Mr. Simsrott was one of the 
thirteen that established the Association as a National 
organization, and was a delegate from Lodge No. 1 to 
the First Annual Convention at Kansas City in 1886. 
At this Convention he was chosen as one of the Grand 
Board of Directors, and at the Second Annual Conven- 
tion, held in Indianapolis in 1887, he was elected Grand 
Secretary and Treasurer. None have shown a higher 
regard for the good of the Association than this officer. 

Vice-Grand Master John Downey was born in 
Cleveland, Ohio, October, 12, 1853, and came to Chi- 
cago in the fall of 1858. He received a common 
education, and in the winter of 1869-70 commenced 
railroading. He first began braking on the P., Ft. 
W. & C. road, but soon w T ent to switching in the Ft. 



THE GREAT STRIKE ON THE Q. 25 

Wayne yards. He had not been there long, however, 
before he had his left thumb completely shot off by 
the accidental discharge of a shotgun he was hand- 
ling. In September, 1871, he lost two fingers off of 
the right hand, after which he went to tending 
switches on the Ft. Wayne. In 1872 he had his 
right foot caught and lost part of it, and 1875 he had 
his left foot caught and so severely injured that it 
laid him up for six months. In 1876 he went brak- 
ing on passenger on the Ft. Wayne, where he re- 
mained for nine months, when he went braking 
on freight, and 1879 went back switching in the Ft. 
Wayne yards, where he has remained ever since. 

John Downey joined Lodge No. 1 in September, 
1884, and was soon afterward elected Treasurer of 
the Lodge, a position he held continuously until Oc- 
tober, 1887, when he resigned. He was elected Grand 
Secretary and Treasurer of the then Switchmen's 
Mutual Aid Association of the United States of Amer- 
ica, at its first Convention, held in Chicago, February 
22, 1886. He served for some time in this capacity, 
but was forced to resign, owing to ill health, and when 
W. S. Condon absconded with all the money of the 
Grand Lodge he was asked by the Board of Directors 
of the Grand Lodge to fill out the unexpired term as 
Grand Secretary and Treasurer, and straighten out 
the tangled financial affairs of the Grand Lodge. He 
responded with that patriotism he is noted for, and 
won encomiums from all connected with the Associa- 
tion for his work. He has represented Lodge No. 1 



26 THE GREAT STRIKE ON THE Q. 

in the Grand Lodge twice — Kansas City in 1886 and 
St. Louis in 1888. 

Grand Organizer and Instructor George S. Bailey 
was born in Edgar County, Illinois, in 1858. After 
receiving a common-school education, he studied law 
for some time, but had to abandon his studies on ac- 
count of ill health. He commenced railroading in 
1878 on the I. & St. L. Eailway, braking on local 
freight. He was employed as a switchman in East 
St. Louis a number of years, and was prominent in 
the great railroad strike of 1886. 

When the "Q" strike occurred, he was selected 
to go over a portion of the road and address the rail- 
road men. He spoke at Kansas City, St. Joe, Council 
Bluffs and other western points. He was a delegate 
from Lodge No. 37 at the Convention of 1888, and 
was then elected to his present position. He was a 
member of the Illinois Legislature in 1886, and made 
a creditable record. He introduced, and had passed 
through the House, "House Bill No. 268," which pro- 
vided for a State Board of Arbitration, but before it 
reached the Senate the General Assembly had ad- 
journed. Mr. Bailey is full of energy and ability, yet 
does not allow his enthusiasm to overbalance his good 
judgment. He has the faculty of controlling men 
and at the same urging them on to a sense of the 
duty they owe to themselves and those dependent 
upon them, as well as to their employers. 

It has been but a few months since the Conven- 
tion of 1888, and already fifteen new Lodges have been 



THE GREAT STRIKE ON THE Q. 27 

organized, while about a dozen others are ready 
and are clamoring for admission to the Association. 
The whole Eastern section of the country yet remains 
to be organized, and the switchmen throughout that 
section are fully alive to the needs of the hour. The 
present year will witness the addition of several thou- 
sand earnest men to the Association. 

One grand element of strength is shown by this 
organization — namely : The absolute equality of its 
members. They have not permitted designing men 
to foster and establish a set of so-called "High-Class 
Buns" among them to breed discord and disunion. 
One switchman is the same as another, and a thou- 
sand are but as one, in all the essential points that 
originally brought them together. Other railway 
labor organizations have allowed grades and castes to 
grow up in their Orders, those of the lower grade hav- 
ing scarcely any rights that the others are bound to 
respect and assist them to maintain. Not so with the 
switchmen ; the young blood in their Association will 
enable them to steer clear of the rocks and shoals that 
are sadly trying the timbers of the older Orders. 

In the strike upon the Burlington system this 
Association was not officially connected, and had no 
part whatever in the management or final settlement 
of that trouble. 

" We know what Master laid thy keel, 
What workman wrought thy ribs of steel, 
Who made each mast and sail and rope, 
What anvils rang, what hammers beat, 
In what a forge, and what a heat, 
Were shaped the anchors of thy hope." 



THE GREAT STRIKE. 



In order to give our readers an intelligent under- 
standing of the causes that led to the strike, it will be 
necessary to state that for a number of years an iniqui- 
tous system of classification had been in vogue on the 
Chicago Burlington & Quincy lines — a system under 
which gross injustice was done to engineers and fire- 
men, in that they were so graded that their wages 
were reduced far below the average of the recognized 
standard of pay on ninety per cent of the roads in the 
United States and Canada. 

For years the men were dissatisfied; all along the 
lines could be heard the mutterings of discontent. 
The complaints touching the grievances were univer- 
sal ; and these complaints expanded into proportions 
of the gravest character. The tendency of the agita- 
tion was toward organized action. Engineers and 
firemen realized the necessity of co-operation, and, as 
a consequence, committees of the two Brotherhoods 
were convened in Chicago, in the month of January, 
1888. Joint action was decided upon as the basis 
of operation. S. E. Hoge was selected as Chairman 
of the Engineers' Committee, and J. H. Murphy as 
Chairman of the Firemen. 

28 



THE GREAT STRIKE ON THE Q. 29 

The following schedule of grievances was pre- 
pared, which>met with the unanimous approval of the 
joint committees. This schedule was presented to the 
officials of the Chicago, Burlington & Quincy road in 
a spirit of moderation and fairness. Every proposi- 
tion had been carefully considered, and there was no 
disposition to take any undue advantage of the com- 
pany. 

BROTHERHOOD'S SCHEDULE. 

Revised Schedule of Wages Governing the Pay of Engineers 
and Firemen on the Chicago, Burlington $ Quincy Rail- 
road and Operated Lines, Presented to the General 
Managers on February 15, 1888, by Committee of En- 
gineers and Firemen. 

Article 7. 

No engineer or fireman shall be suspended or discharged 
without just or sufficient cause; and in case an engineer or fire- 
man believes his discharge or suspension to have been unjust, 
he shall make out a written statement of the facts in the prem- 
ises, and submit it to his Master Mechanic, and at the same 
time designate any other engineer or fireman (as the accused 
may wish) who may be in the employ of the Company ; and the 
Master Mechanic, together with the engineer or fireman last 
referred to, shall, in conjunction with the Superintendent, 
investigate the case in question without unnecessary delay, 
and render a prompt decision ; and in case the aforesaid dis- 
charge or suspension is decided to be unjust, he (the accused) 
shall be at once reinstated, and shall be paid for all time lost 
on such account. 

Article II. 

Section 1. Engineers and firemen shall be called at a 
reasonable time before leaving time. The caller shall have a 
book, in which the engineer and fireman must register their 
names and time when called. Engineers' and firemen's time 
shall commence when they take charge of the engine ; or, if 
the engine is not ready, the time they report at the office for 
duty, and shall end at the time designated on roundhouse 



30 THE GREAT STRIKE ON THE Q. 

register as arriving, or otherwise relieved from duty. Time 
shall be taken from roundhouse register, instead of conduct- 
or's register or train- sheet. 

Sec. 2. When engineers or firemen are ordered out, 
and not used on account of train being abandoned, or other 
causes, the engineer or fireman called on duty shall receive 
pay for one-half (^ day for five (5) hours or less, and stand 
first out. 

Article III. 

Section 1. All passenger engineers running four-wheel 
connected engines shall receive three and one-half (3 I2) cents 
per mile, six-wheel connected engines, three and eight- 
tenths (3 8-10) cents per mile. 

All passenger firemen firing four-wheel connected en- 
gineslshall receive two and one-tenth (2 1-10) cents per mile ; 
six-wheel connected engines, two and one-fourth (2\) cents 
per mile. 

One hundred miles or less to be considered a day's 
•work ; over one hundred miles, at the same rate per mile. 

Sec. 2. All freight engineers running four-w T heel con- 
nected engines, four (4) cents per mile ; six- wheel connected 
engines, four and three -tenths (4 3-10) cents per mile. 

All freight firemen, firing four-wheel connected engines, 
two and four-tenths (2 4-10) cents per mile; six-wheel con- 
nected engines, two-and six tenths (2 6-10) cents per mile. 
One hundred miles or less to constitute a day's work. Over 
one hundred miles at the same rate per mile. 

Sec. 3. Engineers running consolidated (eight-wheel 
connected) engines, four and one-half (4 1 2) cents per mile. 

Firemen firing consolidated engines, tw r o and four- 
tenths (2 4-10) cents per mile, two firemen on each consoli- 
dated engine. One hundred miles or less to constitute a day's 
work. Over one hundred miles at the same rate per mile. 

Sec. 4. On freight runs which occupy more than ten 
(10) hours to the one hundred miles, overtime shall be paid 
at the rate of forty (40) cents per hour for engineers, and 
twenty -four (24) cents per hour for firemen. 

Sec. 5. Local freight runs on Middle Iowa Division 
will be allowed one trip and one-half (l^o) each way; overtime 
to be allowed after being on the road fifteen (15) hours. 



THE GREAT STKIKE ON THE Q. 31 

Article IV. 

Section 1 . In computing the delayed time, the first hour 
shall not be counted, but if delayed one hour and thirty min- 
utes, shall be counted as two hours, and any fraction of thirty 
minutes, or over, thereafter, shall be considered one hour. 

Engineers on freight to be paid forty (40) cents per 
hour; firemen on freight, twenty-four (24) cents per hour. 
Engineers on passenger, thirty-five (35) cents per hour; fire- 
men on passenger, twenty-one (21) cents per hour. 

This article refers only to delays before starting and 
after arriving at terminals , 

Sec. 2. Engineers and Firemen called to go to Transfers 
or Junction Points before card time, delayed time shall com- 
mence from time of leaving roundhouse. 

Article V. 
On passenger runs that do not exceed three dollars and 
seventy-five cents ($3.75) per day, engineers shall receive 
three dollars and seventy-five cents ($3.75;, and firemen two 
dollars and twenty-five cents ($2.25) per day; overtime shall 
be allowed in same proportion when on duty over twelve 
(12) hours in making such runs. In case actual mileage 
exceed $3.75, actual mileage at the rate of three and one- 
half (3*2) cents for engineers, and two and one-tenth (2 1-10) 
cents for firemen per mile shall be allowed. 

Article VI. 
Short freight runs of less then eighty (80) miles when 
doubled within twelve hours, mileage allowed according to 
Sec. 2, Article III, and if not doubled within twelve hours to 
be allowed one day each way. 

Article VII. 
AU engineers and firemen of work trains or helpers to 
be paid three dollars and fifty cents ($3.50) per day for engi- 
neers, and two dollars and ten cents (2.10) per day for firemen; 
twelve hours or less, one hundred miles or less, to be called a 
day's work. If the run should exceed one hundred miles, full 
freight rates as per class of engine for the entire run. 

Article VIII. 
Section 1. Engineers in snow-plow service (when on 
duty) shall be paid at the rate of six ($6,001 dollars per day, and 



32 THE GREAT STRIKE ON THE Q. 

firemen in snow-plow service shall be paid at the rate of three 
dollars and sixty cents ($3.60) per day; ten hours or less to 
constitute a day's work; all over ten hours to be paid at the 
rate of sixty (60) cents per hour for engineers, and thirty- 
six (36) cents per hour for firemen. When engines in snow- 
plow service are held in roundhouse subject to call for service, 
the engineer of said engine shall be paid four dollars ($4.00), 
and firemen two dollars and forty cents ($2.40) per day, of 
twenty- four (24) hours or less. 

Sec. 2. Engineers and firemen on weed- destroying en- 
gines shaU be paid at the same rates as in snow- plow service. 

Sec. 3. Engineers and firemen on surburban trains be- 
tween Chicago and Downers Grove wiltreceive, the engineer 
one dollar and seventy-five cents ($1.75), and the firemen one 
dollar aud five cents ($1.05) for each round trip. 

Article IX. 

Switch engineers to receive three dollars and firemen 
one dollar and eighty cents per day, of twelve hours or less; 
all over twelve hours to be paid, the engineer thirty cents per 
hour and the fireman eighteen cents per hour; except in 
Chicago and Kansas City yards, where ten (10) hours or less 
will constitute a day's work, at $3.00 for engineer and $1.80 
for fireman per day; thirty cents (30) for engineers and eigh- 
teen cents (18) for firemen per hour for all over ten (10) hours. 
Any fraction of thirty minutes, or over, shall be counted one 
hour. 

They shall have regular engines, and shall not be taken 
off to give work to extra men. 

Article X. 
Where engineers and firemen are compelled to double 
hills, they shall receive one hour's pay per double, at the rate 
of forty cents for engineers and twenty-four cents for fire- 
men. 

Article XI. 

Hostlers shall be paid at the rate of two dollars and forty 
cents per day; twelve hours or less to constitute a day's work. 
All over twelve hours to be paid at the rate of twenty-four 
cents per hour. 

They shall not be required to knock fires. 



THE GREAT STRIKE ON THE Q. 33 

Hostlers to be provided at all terminal points. 
In all cases where engineers and firemen have to watch 
their engines, they shall be paid at the full rate per hour. 

Article XII. 

Section 1. Engineers and firemen taking light engines 
over the road, or dead-heading over the road on company 
business, will be paid passenger rates ; and where light en- 
gines are taken over the road, a flagman is to be furnished. 

In case engineers or firemen are to attend court, or on 
any company business, engineers to receive four dollars per 
day and expenses, and firemen two dollars and forty cents per 
day and expenses. 

Sec, 2. That no engineer or fireman be required to 
pull any train without a conductor, or a man to take charge 
of said train. 

Article XIII. 

Engineers and firemen will run, first in, first out, and, as 
far as practicable, on their respective divisions ; and where 
engines are pooled, not to be governed by train department. 

Article XIV. 
Eights to regular runs, when ability is equal, will be 
governed by seniority. Engineers and firemen having regu- 
lar runs up to the Agreement of 1886 will not be affected by 
this Article. 

Article XV. 

No more extra engineers or firemen will be assigned 
thaja is necessary to* move the traffic with promptness and 
dispatch, and should any engineer or fireman feel himself 
aggrieved by the assignment of too many men, he can pro- 
ceed as in Article I, but will receive no pay for loss of time. 

Galesburg Division engineers and firemen will not be 
required to run east of Aurora. 

Article XVI. 
No road engineer or fireman will be expected to do reg- 
ular yard work at terminal stations. In the event of their 
being called upon to do said work, the engineer shall receive 
forty (40) cents per hour, and the fireman twenty-four (24) 
cents per hour. 



34 THE GREAT STRIKE ON THE Q. 

Article XVII. 
No fines shaU be assessed against engineers or firemen. 

Article XVIII. 
That engineers and firemen and their families be given 
transportation when applied for, and that some arrangement 
be made to pass Brotherhood men over the road. 

Article XIX. 
Section 1. That where time is not aUowed, the Mas- 
ter Mechanic shall cause the trip report to be returned to the 
engineer or fireman sending it in, stating why the time is 
not allowed, as soon as practicable. 

Sec. 2. All officers, engineers and firemen will observe 
strict courtesy of manners in their intercourse with each 
other. 

Article XX. 

All road engines will be provided with cracked coal 
suitable for firing, and the company shall do all outside 
cleaning, and where engines are pooled, the company to do 
all the cleaning. 

Article XXI. 

Engineers and firemen shall not be required to go out 
when they need rest, and they are expected to judge for them- 
selves whether they need rest or not. 

Article XXII. 
It is understood that there wiU be no more examina- 
tions'or tests, except such as are agreed upon by the General 
Manager and the General Grievance Committee. 

Article XXIII. 
That on the adoption of this schedule, it shall be 
kept posted in a conspicuous place in all register rooms on 
the line of road. 

All previous schedules and contracts shall be consid- 
ered void. 

(Signed) S. E. HOGE, Chairman Engineers. 

J. H. MUKPHY, Chairman Firemen. 

It will readily be seen that the engineers and 
firemen request that the compensation be fixed by the 



THE GREAT STRIKE ON THE Q, 35 

mile, as that is the method adopted by nine-tenths of 
the railroads in the United States. 

The Burlington officials have said that this com- 
pensation was sought by the Brotherhoods without re- 
gard to other conditions or circumstances. This 
position of the company will not bear inspection. 
For instance : in cases of high-class runs which they 
have cited, taking only a few hours for the trip, en- 
gineers and firemen have been compelled to care for 
their own engines; in fact, keep up the repairs of 
the engine, thereby saving to the company the cost of 
a hostler, and keeping the engine in constant use 
without the aid of the machinist. It was not sought 
by the Brotherhoods to create these high-class runs ; 
on the contrary, the desire was to do aw T ay with 
them. Article XI. of the foregoing schedule plainly 
says that hostlers must be provided at terminal 
points, and where absolutely necessary for the en- 
gineer and fireman to perform this duty, that they be 
paid the full rate per hour. It was evidently the de- 
sire of the men to force these so-called high-class 
runs off the schedule, while the company desired to 
retain them. It is also seen that while the Brother- 
hoods asked for compensation according to the miles 
run, the trip pay could still have been continued, 
providing that the company did not require them to 
do the work of roundhouse men and machinists. The 
only question involved here is, that this company 
should pay as much per trip of equal length as is 
paid by the other important lines of the country. If 
the desire had been to pay the men honestly and 



36 THE GREAT STRIKE ON THE Q.- 

fairly, it was immaterial whether the compensation 
be by the trip or mile. To illustrate : If a passen- 
ger engineer runs one hundred miles, this schedule 
calls for three dollars and fifty cents. This rate is 
paid by the C, E, I. & P., A., T. & S. F., Wabash, 
and in fact ninety per cent, of the great railway systems 
in the United States. The Burlington, not desiring 
to pay upon a basis that would make a fair compari- 
son of wages with those of other companies, aban- 
dons the mile schedule, and simply says : " We will 
pay you three dollars for the trip ; " in other words, 
three cents per mile for the same service for which 
other roads pay three and one-half cents. 

It is true that the Brotherhoods have demanded 
in this schedule " a considerable average increase of 
pay, " but the public must understand that they did 
not demand this increase from the Burlington over 
what is paid by its competitors in business. Had the 
Burlington conceded this increase of pay, it would only 
have been called upon to pay precisely what its neigh- 
bors and rivals have been paying for years. A large 
average increase of pay must be made before the em- 
ployes of this road are placed upon an equal footing 
with those of other roads. For many years the Burling- 
ton road had the advantage of a first-class equipment of 
enginemen at rates of pay far below what its compet- 
itors have been compelled to pay for the same service. 

In strict justice, these men might have demanded 
restitution, but they only asked for honest treatment 
in the future. They did not ask for the abolishment of 
classification based upon merit, age or experience. 



THE GREAT STRIKE ON THE Q. 37 

The proposition is substantially this : If an en- 
gineer is compelled to pull the best train on the Bur- 
lington road, he should have the best pay. It is not 
material whether he has been an engineer one year or 
ten years — competency alone is the requisite. 

When the company places a man in charge of 
one of its great express trains, and intrusts to his skill 
and judgment the lives and property of its patrons, 
by that very act it certifies that he is a first-class en- 
gineer, and entitled to receive pay accordingly. A 
first-year man is not necessarily a man of inferior 
ability ; the company would not risk its own property 
and reputation, nor would the public risk their lives, 
with third-rate men. Why, then, should the com- 
pany insist on paying them third-class wages ? It is 
injustice, imposition, and avarice ! The man who is 
able to perform the work of a first-class engineer 
should receive first-class pay, whatever that may be ; 
and he is a slave who accepts less. 

On the other hand the company takes this posi- 
tion : It places a man in a position which requires 
at his hands the skill, knowledge and ability of a first- 
class engineer. The first year it pays him much less 
than a fisst-class engineer's wages ; the second year it 
slightly advances his wages, but still keeps them 
below that of the first-class; the third year he is 
paid their highest wages to an engineer (which is 
still less than that paid by other roads), having done 
the same character and quality of work for three 
years. The result is that the company is continually 
gaining from the men who are in their first and sec- 



38 THE GREAT STRIKE ON THE Q. 

ond year's service a large per cent of wages. It thus 
gains all the percentages in this scheme, because a 
number of men who work the first or second year do 
not remain long enough in the employ of this com- 
pany to be entitled to the wages that are paid to the 
men who have served their third year. These first 
and second year men who resign to accept better posi- 
tions on other roads, enter other occupations in life, 
or are crippled, killed, or discharged by the company, 
are replaced by other first and^second year men, and 
the company is thus enabled to keep a large percent- 
age of employes at greatly reduced rates of wages. 
No objection could be offered to paying those who 
had been employed on the road a long time an extra 
gratuity if so desired, nor could complaint be made 
if, in its generosity, the company wished to pension 
men who had served it faithfully a number of years ; 
but when this gratuity ( ?),this generosity (?), is only a 
small portion of the sum stolen from the same em- 
ployes, the men were only human and failed to 
appreciate the kindness intended. 

One of tw T o things must be true : either that the 
engineers were first-class men entitled to first-class 
pay, or that the public was deceived when it was 
asked to travel upon or risk property on trains run 
by second and third grade, and, consequently inferior 
men. The latter could not be maintained by the 
company. Every General Manager in the Western 
country knows that the Chicago, Burlington & Quincy 
road w T as equipped with first-class men in these de- 
partments, second to none anywhere. This is clearly 



THE GREAT STRIKE ON THE Q. 39 

proven by their general eagerness to re-engage the 
former employes of this company. Mr. Jeffrey, 
General Manager of the Illinois Central road, and 
Chairman of the General Managers' Association, 
stated that in the future all vacancies upon his line 
would be held for the ex-employes of the Burlington 
road. Nor is Mr. Jeffrey an exception in this matter ; 
the C, E. I. & P., C, S. F. & C, C. & N.-W., C. M. & 
St. P., Wisconsin Central, M. & N. W., C, A. & St. L., 
together with the Eastern lines, are rapidly receiving 
these men into their employ. 

What has been said in relation to the engineers 
applies also to the firemen, because upon all the 
roads the fireman's wages is based upon those of the 
engineer, and he receives from fifty-five to sixty per 
cent of the wages that is paid to the engineer ; there- 
fore, a shaving down of the engineer's pay means 
also a shaving down of the amount paid to the fire- 
man, so that on all sides the peculiar system adopted 
by the Burlington road robs both classes and en- 
riches its own treasury. 

In the circular issued by the company it says : 
"The company reserves the right to ascertain by what- 
ever examinations it may think advisable, whether its 
employes of all classes are capable of fulfilling the 
duties they undertake, and the public also demand 
that the railroad company shall take every precau- 
tion to employ only those men who can safely per- 
form the work entrusted to them. " This was one 
of the main points at issue. When the company had 
made such examinations, and found that an engineer 



40 THE GREAT STRIKE ON THE Q. 

or fireman was capable of taking charge of an engine, 
and that he was competent to fill the company's ob- 
ligation to the public, what right, in justice, had they 
to ask that the man accept a lower grade of com- 
pensation ? He performed the same service rendered 
by the older men, or those who had been longer on the 
road, and, in justice, should have received the same 
pay. If sent out on freight runs, he performed harder 
service, and a service that required skill and judg- 
ment equal at least to the passenger engineer, and 
should have been paid accordingly in strict sense of 
justice and equity. 

The question now arises, had these men just 
cause to complain ? Were the engineers and firemen 
of the Burlington road seeking to take any undue 
advantage of that corporation? Were they as well 
paid as the employes of other roads performing similar 
services ? 

We invite the attention of the public to the fol- 
lowing comparisons : 

On the "Q" road there is a round trip between 
Eockford and Aurora which is made twenty-six times 
a month by the engineer. 

On the North- Western road there is a round trip 
between Eockford and Chicago which is also made 
twenty-six times per month. 

The North-Western round trip is twenty-two miles 
greater than the " Q " round trip. The North- Western 
engineer travels 572 miles per month more than the 
"Q's" engineer. 

At the rate of compensation asked by the engineers 



THE GREAT STRIKE ON THE Q. 41 

— viz : 3^- cts. per mile — the North- Western road should 
only pay $20.02 per month to the engineer on the 
Rockford-to-Chicago trip greater than that paid to the 
"Q" engineer who runs on the Eockford-to- Aurora 
trip. But the fact is that the "Q" road pays its en- 
gineer $104 per month, while the North- Western pays 
its engineer $175. The "Q" engineer holds just as 
responsible a position as the engineer on the North- 
western. He has to cross three intersecting roads in 
the making of his trip, and, in addition to his work as 
an engineer, the labor of hostling or caring for the 
engine is imposed upon him, while the engineer for 
the North- Western is not obliged to care for his engine. 
The latter'swork begins when he jumps on the engine 
at one end of the trip, and ceases when he delivers it 
at the other end. 

The engineer on the Sterling Branch run draws 
$84.10 for ninety-eight miles. He stops in Bock 
Falls six hours, and takes care of his own engine. 
The engineer that runs the Batavia and Geneva ac- 
commodation receives $87.10, and the Chicago & 
North- Western pays for like runs $96.20, the distance 
being two miles greater on the Chicago, Burlington & 
Quincy. 

The reason we ask more pay for the branch runs 
is to compensate the men for the extra work done on 
account of the engineers having to do the work of a 
machinist. 

The engineer on the Eockford way-freight runs 
nightly (twenty-six nights constituting one month), for 
which he receives $56.00 ; fireman, $35.00 per month. 



42 THE GREAT STRIKE ON THE Q. 

The engineers on the fast mail, Chicago, Burling- 
ton & Quincy, 125 miles per day, receive $97.50 for 
twenty-six days' time. The engineers on the Chicago 
& North- Western, for the same service, receive $120.00. 

The runs on the main line of the Chicago, Bur- 
lington & Quincy, 125 miles per day, thirty-five days 
per month, amount received, $131.00. On the trunk 
lines out of Chicago, for the same service, the en- 
gineers receive $161.00. 

The engineers on the Buda and Vermont Branch 
of the "Q" line, 188 3-10 miles per day, twenty-six 
days constituting one month, receive for same $125.50. 
The Chicago & North- Western Bailway pays for like 
service $181.00. 

We desire further to state that no first-class en- 
gineer on the Chicago & North- Western receives less 
than $96.20 for twenty-six days' work, if ready for duty. 

The Bock Island road pays its engineers on all of 
its passenger trains $3.60, and its firemen $2.15 for 
the 100-mile run. 

The Quincy road only pays $3.50 for this same 
run to the engineers on a few of its heaviest trains — 
like the Kansas City one — and on all other trains it 
pays ojily $3.37J. It only pays its firemen $2.00 
when with the engineer who is paid $3.50, and $1.90 
when with the engineer who receives $3.37J. 

The Bock Island road pays $4.15 for a run of one 
hundred miles to its freight engineers, and does not 
require them to act as hostlers for their engines. 

The Quincy road pays its freight engineer on the 
101-mile run from Galva to New Boston $3.75. This 



THE GREAT STRIKE ON THE Q. 43 

run is on a branch road, and the engineer is compelled 
to do hostler's duty for his engine at both ends of 
his run. 

' Let us compare two short runs : The first is on 
the Chicago, Milwaukee & St. Paul road. The round 
trip between Chicago and Elgin is seventy-four miles, 
for which the engineer is paid $3.70. The engineer 
has full control of his time every second day, and has 
not to act as hostler for his engine. The second is 
on the " Q " road. The round trip between Chicago 
and Aurora is seventy-seven miles. The engineer is 
paid $3.35. He has to "hostle" his engine, and his 
entire time- belongs to the road. Some days he has 
to be under the orders for eighteen hours per day. 

Complaint is made in the road's circular because 
we asked that "Galesburg Division engineers and 
firemen be not required to run east of Aurora." The 
idea sought to be conveyed by the company is that 
this request is unreasonable, and calculated to im- 
pose greater expense on the road. The fact is that 
compliance with this request will not impose one cent 
of extra expense on the road. No objection has been 
offered to running the engines through from Gales- 
burg to Chicago. The change of crews — engineers 
and firemen — at Aurora will not increase the com- 
pany's outlay. There are about 300 of the engineers 
and firemen who live in Aurora. Many of these men 
own homes ; some of these homes, however, are not 
entirely paid for. If they are compelled to run from 
Galesburg to Chicago and return, they would have to 
sacrifice their property, and remove either to Gales- 



44 THE GREAT STRIKE ON THE Q. 

burg or to Chicago. They ask that the crews be made 
to run on the one end of the route only from Chicago 
to Aurora and return, and on the other end only from 
Galesburg to Aurora and return. If we were paid on 
the mile system, the change of crews would not cost 
the road one cent. 

It is also complained that we ask that some 
arrangements be made in relation to passing Brother- 
hood men on the "Q " trains. We make no demand 
in this regard. Our purpose in making this request 
was to get some uniform rule put in force on this road, 
the same as prevails on other roads. We have no 
right to demand this. We did not demand it ; our 
desire was, while we were negotiating, to get this 
question, now unsettled, so determined that the con- 
ductors would hereafter know precisely what to do, 
and thus be able to avoid conflicts. 

On the Pan Handle road the freight engineer who 
runs from Indianapolis to Bradford, a distance of 105 
miles, receives $4.25 for the tripj his fireman receives 
$2.15. 

On the " Q" road the round trip run from Gales- 
burg to Peoria is 105 miles, for which the engineer re- 
ceives $3.60 and the fireman $2.10. 

From Quincy to Colchester the round trip is 107 
miles. The "Q" road pays its engineer for that trip 
$3.75, and its fireman $2.15, 

For runs of 100 miles on the Union Pacific road 
the engineer on passenger trains receives $3.85. The 
"Q" road is a competitor of the Union Pacific, and 
tor a long distance travels over parallel lines through 



THE GREAT STRIKE ON THE Q. 45 

country of precisely the same character. Yet we have 
only asked $3.50 per 100 miles for a passenger engi- 
neer on the "Q" road. 

SUBMITTING THE PROPOSITIONS. 

The requests of the men were met with indifference 
at the hands of the Burlington officials. Not the slight- 
est encouragement was given to the Committees. 
They were given to understand, substantially, that no 
concessions on the part of the company need be 
expected. The abominable system of classification, 
the chief source of complaint, would be continued, 
and the protests of the men, however emphatic or 
unanimous, would not prevail. 

FURTHER EFFORTS TO SECURE JUSTICE. 

The Committees having exhausted every expedient 
to effect an amicable adjustment, appealed to their 
Grand Executive Officers to come to the rescue. 
Grand Chief Arthur and Grand Master Sargent 
responded to the call. The Joint Committee was 
convened by the Grand Officers, and a careful analy- 
sis of the grievances was made. Having satisfied 
themselves that the demands of the men were reason- 
able and just, the Grand Officers, accompanied by 
the Joint Committee, called upon the officials of the C, 
B. & Q. system. A protracted interview followed, 
which resulted practically in a failure, as the officials 
declined to accede to a single proposition of the Com- 
mittee, notwithstanding numerous modifications were 
made in the interest of harmony. The interview 
ended abruptly upon the declaration of General Man- 



46 THE GREAT STRIKE ON THE Q. 

ager Stone, that he would not accede to any part of the 
proposition bearing upon classification. In this, he 
was emphatic and uncompromising. This ended the 
conference so far as General Manager Stone was con- 
cerned, and the Committee respectfully withdrew. 

STILL FURTHER EFFORTS IN THE INTEREST OF HARMONY 
AND JUSTICE. 

Grand Chief Arthur and Grand Master Sargent, 
realizing that the difficulty had assumed a most seri- 
ous phase, decided, upon consultation, to make a final 
effort to avert what now seemed inevitable — a strike. 
A telegraphic dispatch was transmitted to President 
Perkins, at Boston, appealing to him to do justice by 
his men and avert the impending strike. His answer 
was evasive, indefinite, showing an utter indifference 
as to what the result might be. 

NEARING THE CRISIS. 

Having now been cut off from every avenue lead- 
ing to an honorable adjustment of grievances, having 
exhausted every reasonable expedient to prevent 
trouble, the Committee, with the sanction of the 
Grand Officers, decided that the engineers and firemen 
should withdraw in a body from the service of the 
company, at 4 o'clock, on Monday morning, Feb- 
ruary 27, unless some disposition was shown to 
remedy the grievances of the men. On Sunday, 
February 26, the day previous to the inauguration 
of the strike, Chairmen Hoge and Murphy called upon 
General Manager Stone, and informed him of the 
action of the Committee, again appealing to him to 



THE GREAT STRIKE ON THE Q. 47 

render justice to the men. The General Manager 
arbitrarily declined to make any concessions, or to 
give the Committee any satisfaction, and here the 
matter ended with the final conference, with the strike 
inevitable and its consequences in full view. 

THE STRIKE. 

On Monday morning, the 27th instant, at 4 
o'clock, the strike began, all engineers and firemen 
on the entire system withdrawing from the service of 
the company. All trains on the road at that hour 
were taken to their terminal points. The men had 
exhibited throughout, patience, prudence and forbear- 
ance, and the strike at once became monumental of 
an infamous policy on the part of a rich and power- 
ful corporation to rob its trusted employes of money 
earned, that it might increase its profits, and with 
equal distinctness does the strike record the fact that 
a great body of workingmen sought by every honorable 
means to secure their rights, preferring to suffer than 
to be longer degraded. 

THE PRESS. 

No sooner was the strike inaugurated than the 
press began to manipulate public opinion. The most 
sensational reports were concocted and published 
throughout the length and breadth of the land ; and 
while at the inception of the strike there seemed to be a 
disposition to treat the men fairly, it was not long be 
fore a change of sentiment pervaded the utterances 
of the press, and fair-dealing and honest criticism gave^ 
place to the grossest misrepresentations, with the evi- 



48 THE GREAT STRIKE ON THE Q. 

dent purpose of arousing public opinion against the 
strikers, thereby making them the victims of the cor- 
poration they were struggling against, and of which it 
was the subsidized agent and representative. 

When the switchmen joined the engineers and 
firemen^ March 23, for a short time there was a 
change in the tone of the press reports. They evi- 
dently feared a repetition of the lawlessness of the 
strikes of 1877, but when they found that the switch- 
men, too, were a law-abiding class of men, they 
again acknowledged allegiance to the corporation. 
Eeporters were sent to the meetings of the strikers, 
who, believing that they would be fairly dealt with, 
had appointed a Press Committee. In almost every 
instance the papers failed to print the matter as given 
to the reporters, and in many cases did print exactly 
the reverse. This Press Committee, composed of 
conservative men, soon learned that the reporters 
went directly from them to the Burlington officials, 
where the interviews were inspected and put in 
proper shape to answer the purposes of the company. 
An effort was then made by the Press Committee to 
get their communications directly to the papers, with- 
out the use of the reporters. In a short time this 
also failed. Chiefs Arthur and Sargent and Chair- 
men Hoge and Murphy, at the Grand Pacific Hotel, 
had a similar experience. It was impossible to get 
proper representation of the facts printed. March 
26 one paper accepted and printed a communication 
from the Press Committee, but from that time on 



THE GREAT STRIKE ON THE Q. 49 

nothing was printed verbatim. The article referred 
to is herewith given : 

"As the Burlington Bureau of Information has 
ceased to give out facts, but are drawing on advertis- 
ing material, we wish to state the causes of their 
trouble with the switchmen. They have not struck, 
but have left the service of that company. < Self- 
preservation is the first law of nature.' This is the rea- 
son in a nutshell. For the past week every switch en- 
gine in the house has been out. Three have gone in 
again disabled, and less than half of the regular work 
has been done. As long as the company were satisfied 
to let the men take time to insure safety there was no 
trouble. But as the cars accumulated in the yards, 
they considered it necessary to push the men beyond 
the point of safety, against their protests, and the 
' strike ' or stoppage was the result. A few of the en- 
gineers and firemen are locomotive men, but the 
majority are not, and all are ignorant of our signals 
and methods of work. In switching cars there 
should be no one in the cab but the engineer and fire- 
man, and both should be watching the movements and 
signals of the switchmen. As it is now, the fireman 
stands in the gangway, while his seat is occupied by 
two or three Pinkerton men. No signal can be seen 
from that side of the engine. The engineer keeps his 
window closed, to shut out the taunts of passers-by, 
and the switchmen are left to take their chances. As 
long as he was allowed to pull pins with the train at 
a stand-still, and make couplings with the engine 
attached, he could do the work with reasonable 



50 THE GREAT STRIKE ON THE Q. 

safety, but this is not the manner of handling cars 
on our western roads, and would not have been tol- 
erated one month ago. Aside from pulling pins and 
coupling cars, there is the continual danger of colli- 
sions, as at Hawthorne, last Thursday night, when 
switch engine 176 was run through by a road engine 
and train, whose engineer did not see stop signals 
nor the headlight ahead of him on a straight track. 
The tracks in and about Chicago are cut up with 
railroad crossings, semaphores, connections and the 
interlocking switch systems. These new engineers 
know nothing about them, and are continually run- 
ning through and under them, to the imminent dan- 
ger of themselves, switchmen and opposing trains. 
These varied sources of danger to life and limb are so 
great that the men are undoubtedly justified in leav- 
ing the service of that company." 

THE FIRST BOYCOTT. 

From a circular issued in June, by the Brother- 
hood of Engineers the following is taken : 

" Shortly after the inauguration of the strike, re- 
ports were received at headquarters to the effect that 
certain lines of railway, parallel to the C, B. & Q., 
were hauling the cars and handling the traffic of that 
company. These reports created decidedly bitter feel- 
ing on the part of the striking employes, and ultimated 
in the convening of the chairmen of the Grievance 
Committees of the several systems complained of. At 
this meeting, which took place at Chicago, on March 
5, it was agreed that the engineers and firemen em- 



THE GREAT STRIKE ON THE Q. 51 

ployed on said systems should serve notice on their 
respective officials, through the proper committees, 
that while they were willing to perform all their legiti- 
mate duties, they would decline thenceforth to haul 
C, B. & Q. cars, or transact any of the business 
properly devolving upon that company, as by so doing, 
they would virtually be taking the positions vacated 
by their striking brethren, and by that means con- 
tribute to their defeat, while at the same time they 
would be giving aid and comfort to the corporation 
against which they were struggling for their rights. 

THE QUESTION OF LAW INTRODUCED. 

"Out of this action of the Committees arose a series 
of the most threatening complications, which it may 
be well to explain at this point. It should be under- 
stood, in the first place, that there is upon the statute 
books of Illinois a law which provides that any officer, 
chairman or leader of a labor organization, associa- 
tion or combination, who advises or causes a body of 
employes to withdraw their services from any com- 
pany or corporation, thereby crippling the business or 
interfering with the operations of the said company 
or corporation, shall be deemed guilty of conspiracy, 
and shall be fined or imprisoned in proportion to the 
extent of the injury caused. It will be observed that 
the provisions of this law were exceedingly embarrass- 
ing to the Grand Officers; and upon taking legal advice 
they found, to their discomfiture, that they were even 
then occupying untenable ground and exposing them- 
selves to the liability of being prosecuted under the 



52 THE GREAT STRIKE ON THE Q. 

conspiracy act referred. to. Not only this, but it soon 
became apparent that the action taken by the Com- 
mittee on March 5 did not meet with the unanimous 
approval of the engineers and firemen employed on 
the several systems there represented. On the con- 
trary, the engineers and firemen on some of the lines 
positively refused to be bound by the agreement, and 
openly avowed their intention to perform any and all 
duties that might be required of them, including the 
handling of C, B. & Q. business. 

WANT OF UNITY AND HARMONY. 

"The lack of unanimity at this particular juncture 
proved fatal to any good results that might have fol- 
lowed concert of action in carrying out the instructions 
of the Committee. Division, discontent and disorder 
soon began to appear. There was a total lack of har- 
mony in the spirit and purpose of the men, and those 
who were disposed to act in good faith and refuse to 
handle C, B. & C. traffic simply laid themselves liable 
to dismissal from the service of the company, without 
assurance or hope of protection or support from the 
men employed on the same system. 

STRIKE ON THE SANTA FE. 

"Under this condition of affairs occurred the noted 
strike on the Sante Fe system, which was precipitated 
on March 16, on account of the alleged aid given the 
C, B. & Q. by that company in hauling its cars and 
transacting its business. Upon a more careful inves- 
tigation of the matter, it was found that there was no 
adequate cause for the strike — that it grew out of a 



THE GREAT STRIKE ON THE Q. 53 

misapprehension of the facts in the case, and on March 
18, after being out two days, the men returned to work 
in a body, the road resumed operations, and the same 
satisfactory relations between the company and the 
men which had hitherto prevailed, were restored. 

THE SWITCHMEN. 

"From the very inception of the strike, the mem- 
bers of the Switchmen's Mutual Aid Association 
evinced a profound interest in the struggle and freely 
tendered their sympathy and support to the strikers. 
They realized that the contest was for the mainte- 
nance of a common cause, and that the employes in 
every department of the railway service were inter- 
ested in the result. The Grand Master, J. L. Mona- 
ghan, prompted by a desire to protect the interests of 
his men, as well as to extend a helping hand to his 
co-laborers, came to the front nobly, and with the aid 
of the members of his Order, took a decided stand in 
favor of the strikers. The switchmen realized that 
their interests were largely at stake, that a victory for 
the strikers meant a victory for them, and vice versa, 
and, with this feeling, they left the service of the 
company in a body, preferring to sacrifice their situa- 
tions rather than serve in the employ of a company 
that refused to do common justice to its employes. 
Candor compels the admission, that we are indebted 
to the switchmen for aid freely given in the hour of 
our direst necessity. They acted the part of manly 
men, and are entitled to the thanks and gratitude of 
the Brotherhoods. " 



54: THE GREAT STRIKE ON THE Q. 

Equal candor on the. part of those who signed 
the above circular would compel the admission that 
the switchmen have not yet received that which was 
so freely promised them during the early days of 
March and on the night of March 22, — namely, fed- 
eration. 

From the 1st of March until the 22d, Mr.Mona- 
ghan was in frequent consultation with Chiefs Arthur 
and Sargent. It was evident that the switchmen in 
remaining at work with the new engineers were doing 
the cause an incalculable injury, and efforts were 
made to overcome this new difficulty. 

FEDERATION. 

The switchmen and the brakemen were willing 
and anxious to unite with the Brotherhood. They 
did not wish the company to be victorious through 
aid given by them, and they were equally unwilling 
to give aid to the Brotherhood in this struggle 
and receive what many had received in the past, 
only injury. In this condition of affairs an ar- 
rangement was made whereby, in future troubles, the 
two Brotherhoods and the Association of Switchmen 
were to stand faithfully by each other. It was at 
this time the universal opinion among the switchmen, 
engineers and firemen that some such plan should be 
devised, and the Constitutions changed accordingly, 
and this feeling was concurred in by the officers of 
the three organizations. The legal counsel was 
called into the conference and a plan formulated 
for future action, which was to be subject to the 



THE GREAT STRIKE ON THE Q. 55 

Annual Convention of each organization. True to 
the promises given by Grand Master Sargent, the 
Convention of Firemen did, in September, 1888, 
put forward a most comprehensive plan of fed- 
ration, which was adopted by the Convention of 
Switchmen in the same month, and which apparently 
died at the Convention of Engineers in October. 

Whatever the action since taken, the switchmen 
were then perfectly satisfied — particularly so, as at 
the union meeting held in Chicago on the night of 
March 22, prominent members of the two Brother- 
hoods from all parts of the United States gave their 
unqualified approval to the action of their officers, 
and, furthermore, pledged the honor of the Brother- 
hoods that the obligation would be faithfully met and 
promptly carried out. More solemn or binding obli- 
gations were never entered into by men. The switch- 
men were promised, and written pledges given by the 
officers of the Brotherhoods, that the same financial 
assistance given to the engineers engaged in the strike 
should also be given to them, as long as an engineer 
received a dollar, the switchmen should receive a 
like amount. 

SWITCHMEN ENTER THE STRIKE. 

On the morning of March 23 the switchmen, with 
the consent of Grand Master Monaghan, left the service 
of the Burlington Company in Chicago, not one single 
man remaining behind. Out of seventeen yardmasters, 
eleven went with the switchmen. Two of these, how- 
ever, remained out but a few days, and then returned 



56 THE GREAT STRIKE ON THE Q. 

to the service of the company. Of the switchmen, 
but one returned. 

ALONG THE LINE. 

Messengers were immediately dispatched over 
the system to notify the switchmen what action had 
at last been decided upon, and these, with few excep- 
tions, took the same course as was taken by their 
Chicago brethren. At Aurora, Galesburg, Bur- 
lington, Ottumwa, Creston, Plattsmouth, Omaha, 
Lincoln, Kansas City, St. Joe, Beardstown, and all 
points where switch engines are employed, the men, 
with few exceptions, made the sacrifice required of 
them, and did it freely. At Quincy the men also 
went out; but on an offer of the agent to increase 
their pay, all but five returned to w T ork. It is gratify- 
ing to the rest of the men to know that this promise 
was never fulfilled to the Quincy switchmen. 

BRAKEMEN. 

The brakemen did not go out in this movement, 
as was expected by the switchmen. At the last mo- 
ment Chief Wilkinson refused to act in the matter. 
Whatever of injustice was done these men was done 
by their Chief, as the feeling among those actually 
engaged in the strike is friendly toward the Brother- 
hood of Brakemen, and it is impossible to make them 
believe that the brakemen were opposed to them. 

SECOND BOYCOTT. 

Immediately after the switchmen left the service 
of the C, B. & Q. corporation, a meeting of yard en- 
gineers, firemen and switchmen w r as held at Chicago, 



THE GREAT STRIKE ON THE Q. 57 

at which it was agreed that no C, B. & Q. cars should 
be handled from and after that time. Upon the taking 
effect of this agreement, it became apparent that the 
yardmen would not receive the support of many of the 
road men in carrying out its provisions ; in fact, it 
was currently reported, and not denied, that upon 
certain lines the road men had decided to handle the 
business of the C, B. & Q., in the event of the yard 
men declining to do so. This division in the policy 
of the men created the most intense dissatisfaction, 
and gave rise to deep indignation. The men who 
declined to handle C, B. & Q. cars were given to un- 
derstand that dismissal would be the penalty if they 
persisted in carrying out that policy. Other men 
were ready to perform their duties. To adhere to the 
agreement meant the sacrifice of their situations. A 
number of them had already been dismissed. De- 
moralization- and dismay, the fruit of discord and dis- 
union, were beginning to take root. 

ON THE C, M. & ST. P. RAILWAY 

this agreement was more faithfully carried out. 
When the yard engineers refused to handle "Q" cars 
they were at once joined by the switchmen and yard- 
masters (including the General Yardmaster). Switch- 
tenders, road engineers and firemen, brakemen, and 
most of the conductors were entirely in accord with 
them. The result was a general closing down of 
business on the road. The men were discharged, and 
fully one-third of the entire force of the road laid off. 



58 THE GREAT STRIKE ON THE Q. 

The company evidently intended to clear the decks for 
a great battle. 

It has been repeatedly claimed, that if the other 
roads centering in Chicago had made the prompt action 
of the C, M. & St. P. men general, the boycott, with 
all that the term implies would have been on to the 
fullest extent. 

A NEW DEPARTURE 

was demanded to avert the gravest complications, 
which seemed inevitable. A meeting was called, and 
counsel was taken from those who were in position to 
map out a new and better line of action. This meet- 
ing was addressed by the Grand Master of the Switch- 
men's Association, the Grand Master of the Brother- 
hood of Locomotive Firemen, General Manager Jeffery 
of the Illinois Central, and others. The situation 
was clearly defined, the peril of continuing in a hope- 
less crusade against C, B. & Q. cars was vividly out- 
lined, and, as a result of the meeting, traffic was re- 
sumed upon the several railways the following morn- 
ing, and all those who had been dismissed for refusing 
to handle C, B. & Q. cars were reinstated in their 
former positions. Much unjust criticism has been 
passed upon this action, and yet we feel confident that 
if the situation and surrounding conditions had been 
half understood, it would have met with universal 
approval. 

It must Be remembered that unity of action had 
not been secured, and there was no authority in the 
Brotherhood to enforce it, even if the chief so-willed, 
which he evidently did not. Under the circum- 



THE GREAT STRIKE ON THE Q. 59 

stances, to continue the boycott against <; Q" cars 
was to destroy or divide the Brotherhood; the men 
were not yet educated up to the point of making so 
great a sacrifice, or at least what they considered a 
sacrifice. 

And yet, if this unity of action had been attained, 
if not one Brotherhood man in the United States had 
taken another's place who refused to handle "Q" cars, 
where was the power to defeat them? Such a power 
does not exist ! Not even in the General Government. 

KNIGHTS OF LABOR. 

At the very outset of the strike it was claimed 
by the Burlington management that Knights of Labor 
stood ready to supplant the Brotherhoods upon their 
lines. This has been proven to be a misrepresenta- 
tion to a very great extent. It was true, however, that 
there was considerable feeling existing between the 
Knights of Labor and the Brotherhood of Engineers, 
growing out of the strike of 1873 and the Beading 
strike. In the strike of " ' 73 " many of the Knights 
of Labor, or those who are now Knights, took the places 
vacated by Brotherhood men on the Pennsylvania 
lines. In the Beading strike of the Knights, mem- 
bers of the Brotherhood, in turn, supplanted them. 

At the commencement of the "Q" strike, individual 
members of the Knights of . Labor took it upon them- 
selves to retaliate upon the Brotherhood, at least it 
was called retaliation, but the object was apparently 
to secure better jobs. 

There is positive proof that these measures of 



60 THE GREAT STRIKE ON THE Q. 

retaliation were not, in either case authorized by the 
heads of the organizations. The Burlington Company 
sought to make capital for themselves out of this old 
trouble, and did everything in their power to widen 
the breach. 

During the months of January and February, 
the agents of the company thoroughly canvassed the 
labor districts of the East, searching out every dissat- 
isfied Knight and every unprincipled character, who 
could by any possible means be induced to put the 
finishing touches to his disgrace. Among this horde 
were some few hitherto respectable workmen, wiio 
were induced by brilliant promises to drop their re- 
spectability and disgrace themselves by joining such 
a band and for such a cause. Eetaliation was their 
excuse, but a thinner disguise never clothed a 
scoundrel. Had the Switchmen's Mutual Aid Asso- 
ciation ever done them a wrong? And yet, more of 
these so-called Knights are switching cars to-day than 
are handling the throttle and scoop. 

For a time these men were actually thought to 
be Knights of Labor in good standing, and coming 
West with the full sanction of their Order. Ample 
proof, however, exists that they were but the riffraff of 
the Order. It is but justice to the Knights of Labor 
to say that these fellows were a class who acknowl- 
edged allegiance to no particular Order, and recog- 
nized no authority. Many of them belonged to sus- 
pended Assemblies, or were expelled from the K. of L. 
as well as from the'B. of L. E. for dissolute habits and 
other causes. 



THE GREAT STRIKE ON THE Q. 61 

T. V. POWDERLY. 

On February 29, Grand Master Workman Pow- 
derly, issued a noted letter to his Order, calling upon 
them to stand back and keep hands off in this strike. 
The following extract from the letter demonstrates 
the fact that Mr. Powderly's attitude was consistent 
with justice and right. "Let the past be forgotten in 
this strike ; no matter how bitter you may feel toward 
these men, remember that they have not yet stepped 
out of the rut of selfishness, and it is best to teach 
them what manhood means by keeping your hands 
off the C, B. & Q. strike. The spectacle presented 
by men of labor who belong to different organizations 
rushing at each other's throats whenever a strike 
takes place, must be a gratifying thing to the employ- 
ers of labor. It must indeed give satisfaction to the 
corporations to know that neither Knights of Labor 
nor Brotherhood men dare in future ask for better 
treatment, with any assurance of receiving it. It 
must be a consoling thought to the monopolist to 
know that his power is not half so dangerous to the 
labor organizations as the possibility that another 
labor organization will espouse his cause through 
revenge. Labor will forever be bound hand and foot 
at the feet of capital as long as one workingman can 
be pitted against another. 

" No strike should be entered into until the court of 
last resort has been reached ; until the last effort con- 
sistent with manhood has been made ; until the heads 
of the opposing forces on both sides have been consulted, 
and their verdict given ; until the last bridge has been 



62 THE GREAT STRIKE ON THE Q. 

burned between them ; then, if it was determined that 
the last thing possible had been done to avert trouble, 
every detachment of labor's army — horse, foot and 
artillery — should be wheeled into line to defend the 
rights of men in the breach. Knights of Labor, from 
Maine to California, stand back ! Keep your hands 
off ! Let the law of retaliation be disregarded, and 
let the men of the " Q " road win this strike if they can ! " 

That all of these men did not stand back is not 
the fault of this organization. Bad men exist in every 
Order, and probably always will. The "Q" retain 
many of them, but it is no disgrace to the Knights of 
Labor. They are men who have not the principles of 
Knighthood in their hearts. 

About the middle of April a committee of Brother- 
hood men went East to confer with Grand Master 
Workman Powderly. The result of that meeting was 
that all Knights of Labor who still acknowledged 
allegiance to that Order should be called off from all 
lines operated by the Burlington Company where they 
had taken the places of strikers. The general result 
of this order was not very satisfactory. As before stated, 
they were a class of men who recognized no authority 
from any labor organization. 

The following circular of a later date gives the 
true standing of the Knights of Labor on this question : 

Office of State Master Workman, { 
Beatrice, Neb., June 21, 1888. ) 

AN APPEAL. 

I have given thorough and conscientious examination 
into the troubles existing between the striking Brotherhood 
of Engineers, Firemen and Switchmen and the Chicago, Bur- 



THE GREAT STRIKE ON THE Q. 63 

lington & Quincy Kailroad Company. The justice of their 
cause against this corporation appeals to my judgment and. 
my sympathies. It should arouse every Knight of Labor in 
the State, and place him to the front in defense of their 
cause and in placing opprobrium upon the Burlington mo- 
nopoly. The Order should take a distinctive and pronounced 
stand for these men, who are simply battling for justice, and 
no more. What is the purpose of the C, B. & Q. people in 
this struggle with the Brotherhood? It is to stamp organized 
labor with defeat, and millions of dollars are behind them to 
accomplish this result. Should they succeed, every laborer 
and producer will sink lower in the scale of manhood and 
deeper into the degradation of slavery. It is the purpose of 
the C, B. & Q. to fasten perpetual manacles upon them, from 
which there can be no escape but in death. It means slavery for 
all who toil, more appalling and horrible than the slavery of 
the South, the fetters of which were broken by war. 

I urge, therefore, upon every knight in the State to boy- 
cott this road that is the enemy of labor. Do not ride in its 
cars. Drive your stock to some competing line, and do not 
sell your grain where it will be shipped by them. Let the 
boycott be absolute and complete so far as your patronage 
goes. Have nothing to do with those who are in business and 
employ this road in any capacity. Spend your dollars with 
those who are the friends of organized labor. Persuade your 
friends to adopt the same course. 

There is only one debt that the Knights of Labor owe to 
the C, B. & Q. road, and that is the infamy of their eternal 
hate. Its hand has forever been raised against us. Whenever 
its employes have come to our ranks, that was sufficient ground 
for their discharge from its service. Its power, its wealth, its 
secret detective service and all the means at its command 
have been aimed at our destruction. Do not stop to consider 
that there have been differences in the past between the 
Knights of Labor and the Brotherhoods. It is not the time to 
argue which organization has been in the wrong. The past is 
a dead thing; let us give our thoughts to the future and the 
living present. 

The question is, are we going to help this corporation to 
destroy labor organizations, or are we going to present a solid 
front, a phalanx of determined men, who will say to the Brother- 



64 THE GREAT STRIKE ON THE Q. 

hoods, "We will stand by you till you conquer in this fight, 
and all the power of our membership and assemblies will be 
directed to help you win." 

This is my theory of true knighthood, and I want to see 

it placed in successful practice in the present grave emergency. 

Let us do more than this. Let us make certain the 

defeat of this corporation as a lasting memorial that will bear 

a lesson to all corporations so long as time shall be. 

Fraternally, 

M. D. Hubbard, S. M. W. 

State Railway Commission. 

This book would be incomplete did it not give an 
extract of the testimony taken before the State Board 
of Warehouse and Eailway Commissioners on the 3d, 
4th and 5th days of April, 1888. This testimony grew 
out of the charges made before the Board by the citi- 
zens of Aurora. We are indebted to the Sunday World 
of April 15 for the matter herein contained, which 
was not published or referred to by any other Chicago 
paper, and was suppressed by the Board. 

Citizens of Aurora vs. The C.,B. & Q. Railway Company: 

Testimony taken before the Board of Warehouse and 
Railway Commissioners of Illinois, on the 3d, 4th and 5th 
days of April, A. D. 1888: 

Present: Alexander Sullivan, Esq., on behalf of the 
citizens of Aurora; Chester A. Dawes, Esq., on behalf of the 
C, B. & Q. Railway Company. 

Franklin L. Bliss, a witness called on behalf of the com- 
plainants, having been duly sworn, was examined in chief by 
Mr. Sullivan, and testified as follows: 

Q. What is your name? A. Franklin L. Bliss. 

Where do you live ? Rock Island, Illinois. 

What is your occupation? Locomotive engineer. 

In what company's employ are you? Chicago, Milwau- 
kee & St. Paul. 

How long have you been a locomotive engineer? Over 
twenty-three years. 



THE GREAT STRIKE ON THE Q. 65 

Were you the engineer on the train on the Milwaukee 
road with which a Quincy train collided on February 27? 
I was. 

State to the Board, as briefly as you can, the circum- 
stances; what you did at that crossing; what it was your duty to 
do as to stopping and giving signals, and whether or not you 
performed your duty, and then state the occurrence of the acci- 
dent? When I was within half a mile of this crossing I gave a 
long signal for the crossing ; I brought the train to a full 
stop within 400 feet of the railroad crossing ; then I stepped 
over and looked on the left side of the engine, and could see 
no train or hear no train on the left ; on the right there was 
no train I could see ; then I gave two whistles and started my 
train for the crossing ; when I got the engine onto the crossing 
(the cab was about on the crossing) I looked to the left and 
saw a train coming down the Burlington track right at me. 

Commissioner Marsh: Just after you got on the cross- 
ing? A. Yes ; the cab of the engine was about on the cross- 
ing when I saw. 

Commissioner Rinaker: Was there anything to hinder 
you seeing that train before you got onto the crossing? 

Commissioner Marsh : Any obstruction in the way? A. 
Well there is a cut on the east. I should think the mouth of 
the cut was some 900 feet from the crossing on the Burling- 
ton road. 

Mr. Sullivan: When you looked before you started 
your engine was there anything between you and that cross- 
ing — was the engine in sight? A. No, sir. 

Q. Describe the grade on the Quincy road between that 
cut and where the collision occurred at the crossing; is it 
smooth ? It is down-grade to the crossing. 

From the mouth of the cut ? Yes, sir. 

To the crossing ? Yes, sir. 

Did that engine, after it came out of that cut, stop be- 
fore it reached the crossing and collided with your train ? 
A. No, sir. 

It did not ? No, sir. I gave two short whistles before I 
started the train, after making the stop. 

You came to a full stop ? I came to a full stop ; yes, sir. 

Commissioner Rogers : What crossing do you have 
reference to— the crossing at Aurora ? A. This crossing is 



66 THE GREAT STRIKE ON THE Q. 

just about two miles and a quarter south of Fulton Junction, 
on the Milwaukee road. 

Q. Where the C, B. & Q. crosses ? A. Yes, sir. 

Commissioner Einaker: How near to the crossing were 
you when you stopped? Within 400 feet; the cylinder of my 
engine was just about opposite the stopping board. 

Q. Go on and describe the accident. You were describ- 
ing what you did, the signals you gave ; go on and finish 
that. A. That was all the signals I did give. 

Two sharp whistles? Yes; then I started the train. I 
didn't see the train till the engine got on the crossing, just 
about the cab. The "Q" engine struck my tender just about 
midway of the back truck. 

Mr. Sullivan : What damage, if you know, was done to 
your train, and to the other, and what injuries to persons ? 

Commissioner Einaker : The back truck of your engine 
or tender ? A. Of the tender— it throwed my tender or the 
tank down into the ditch ; took the back truck with it, and 
throwed the mail car also down the bank ; wrecked the mail 
car, too ; also the " Q'' engine went off the track, and run 
along ; the engine and baggage car kind of went over, nearly 
onto one side ; went into the ground and stopped. 

Q. Was yours a passenger train ? A. Yes, sir. 

Was the other the " Q" ? Yes, sir. 

Both passenger trains ? Yes, sir. 

Who, if anyone, was hurt on your train ? There was a 
route agent by the name of Wilhelm ; I don't know exactly 
what his name was. 

Where does he live, do you know ? Eock IsJand, I think. 
An express messenger by the name of Morrison. 

Do you know where he lived ? I do not. 

Who else ? A mail agent by the name of Brown. 

Do you know whether or not anyone was hurt on their 
train — the Quincy train ? The roadm aster, engineer and con- 
ductor of the train. 

That was all that was injured? That was all that was 
injured . 

Do you know their names ? I do not. 

F. L. Bliss, being recalled, was examined by Mr. Sulli- 
van, and testified as follows : 

Q. At what rate of speed did yon pull out after you left 



THE GREAT STRIKE ON 'THE Q. 67 

that 400-foot board— between that and the crossing? A. I 
pulled out slow ; it would not average over about six or eight 
miles an hour, anyway. 

Were you trying to make up for your lost time ? No, sir. 

Why? We have an order not to make up any time from 
Fulton Junction to three miles west of Albany. There was an 
order on the board, and has been there. 

So that you were not trying to make up time, and were 
not running at an extraordinary rate of speed ? Not running 
any faster than though we had been right on time. 

And you think the time you were running between that 
400 feet and the crossing was about six to eight miles ? I don't 
think when we was on the crossing — I don't think it was over 
eight miles an hour, anyway — six or eight. 

Mr. Dawes : You rely on your fireman, don't you, to 
look out for his side ? A. No, sir. 

Who do you rely on ? I hardly ever go over the crossing 
without looking myself ; still, he tells me, but I think it is 
safer to look myself. 

You looked on your side ? I did. 

Did you look out on the other side ? I did. 

Where did you look out last ? Before I started. 

Before you started from the 400-foot post ? Yes, sir. 

Did you look out after that at all ? Not after I started 
on the train until I got on the crossing. 

The fireman was shoveling in coal, wasn't he — firing up ? 
Yes, sir. 

Did you look out of your side of the cab after you left 
the 400 -foot station, down the Burlington track ? Yes, sir ; I 
looked on my side. 

How long'has that 400-foot post been there, do you 
know ? The 400-foot on our track ? 

Yes. It has been there ever since I have run down 
there. I have been running about fourteen years on that 
run. I don't know how much longer it has been there. 

Mr. Sullivan: That is all. The people that have been 
injured we could not get. 

Mr. Dawes: We will admit people were injured. The 
engineer we sliall call was injured more than anybody else. 

D. W. Khodes, a witness called on behalf of the Chicago, 
Burlington & Quincy Railroad Company, being first duly 



68 THE GREAT STRIKE ON THE Q. 

sworn, was examined in chief by'Mr, Dawes, and testified as 
follows: 

Q. What is your full name? A. D. W. Rhodes. 

What is your business? Superintendent of motive power 
on the C, B. & Q. road. 

Are the engineers responsible to you? Through my 
assistants they are directly responsible to me* 

But they are immediate employes of your department? 
They are immediate employes of my department. 

Of which you are the head? Yes, sir. 

Do you know Mr. Pearce? Yes, sir. 

What is his business now, and what was it on the 19th 
day of March? Mr. Pearce is assistant engineer of tests in 
our labratory at Aurora. 

Is he an engineer in the employ of the Burlington road 
now? He is not a locomotive engineer. 

Was he ever, at any time, an engineer in the employ of 
the Burlington road? He was never examined as an engineer 
for the Burlington road. 

You say he was not? No, sir; he was not. 

Where was he sent? He was sent on this Clinton run, 
from Mendota to Clinton. 

Do you know about what time that run is made? No, I 
do not. 

Was anybody sent with him? He had a pilot; the road- 
master was his pilot. 

The roadmaster of that section or division? Yes, sir. I 
am not very clear about what Mr. Pearce's crew was. I had 
to take an engine out myself that morning, and I was not at 
Aurora. 

Mr. Sullivan: Do you know anything about it at all, 
except from hearsay? Do you know from your own knowl- 
edge who was on the train? A. From being present, no. 

Mr. Sullivan : This testimony on that subject should be 
stricken out. The witness: May I make one correction? I 
said I took an engine out myself that morning ; I fired an 
engine out that morning. 

Cross-examination by Mr. Sullivan: 

Q. Did Mr. Pearce ever run a locomotive engine before? 
A. Mr. Pearce had handled a locomotive engine; yes, sir. 

The question was, did he ever run a locomotive engine 



THE GREAT STRIKE ON THE Q. 69 

before? Please answer that? I am not able to say whether 
he did or not. 

Are you in the habit, when exercising your best judg- 
ment to select engineers, to put a man on the road to run a 
locomotive engine when you don't know whether he has ever 
run one before or not? In a case like this, where our trains 
were 

In any case? We do so; I would do so again. 

Where the lives of the public and the property of the 
public are in peril, you will take a man without knowing 
whether he ever ran an engine before or not, and put him in 
charge of an engine? No, sir; Mr. Pearce's education and 
training justified me in believing that he could handle that 
train properly. 

Do you believe any technical education in the shops, 
without practical experience, fits a man to be placed in 
charge of an engine to which is attached a passenger train? 
Properly guided by a pilot and conductor on the engine, I 
say so, decidedly. 

You would do so at any time? If there had been no 
strike, you would select a man of that experience, would you? 
I would only do that under the circumstances as we were. 

Only under emergencies? Yes, sir. 

You would not say generally it is a wise thing for a rail- 
road to do; would you? I would say under circumstances 
such as we were left in there it was a wise thing for us to do. 

I ask you generally? If I had time to make a thorough 
examination of a man I certainly would do it. 

William H. Pearce, a witness called on behalf of the C, 
B. & Q. railroad company, being first duly sworn, was exam- 
ined in chief by Mr. Dawes, and testified as follows: 

Q. What is your name? A. William H. Pearce. 

What is your business? Assistant engineer of tests in 
the C, B. & Q. 

State under what circumstances you to k this engine on 
the 27th day of February last? Upon learning of the strike, I, 
with several other young men, signed a letter to Mr. Rhodes 
offering to go out in any position which they should deem 
it advisable. I was detailed by the Master Mechanic to go to 
Mendota and take that train to Fulton, with the understand- 
ing that I was to have a pilot; we struck the train; we had as 



70 THE GREAT STRIKE ON THE Q. 

pilot the roadmaster. We left Mendota five minutes late, and 
we were about six minutes late when I first see the St. Paul 
train. 

How far was that out of Mendota, do you remember? 
It was somewhere about in the neighborhood of sixty miles. 

You had lost a minute in sixty miles, had you? Lost a 
minute in running sixty miles. 

Who were with you on the engine beside the road- 
master? When we started out of Mendota there was only 
Mr. Chapin, the civil engineer of the Chicago Division, and the 
roadmaster, Mr. Seegers, and a machinist who came from 
the Aurora shop. After leaving Garden Plain, which is the 
last stop before arriving at the crossing, the conductor also 
came on the engine. 

Were you familiar with that division, had you ever run 
over it before? No, I never knew it; I never run over it at 
all. 

Now state, Mr. Pearce, how this accident occurred. We 
were going along, I should judge, about forty -five miles an 
hour. I will preface it by saying that the roadmaster was 
very careful all the way coming up, and I had no reason what- 
soever to fear any lack of duty in warning me of any such 
place; we were going about forty-five miles an hour, and I 
had to look out for my water; it was getting a little dark; we 
were going west; of course it cast a shadow and I could not 
see the water glass; after losing a little time that way I tried 
my gauge cocks; when I got throngh with that I looked up 
and I saw this St. Paul train; that is the first intimation I had 
of the crossing. 

What did you do then? I shut off and put on the 
brakes. 

Right off, did you? Yes, sir. 

You struck this train as described? I struck a train; 
yes. 

Did you do everything in your power to prevent that 
accident? Yes, sir; I don't see how I could do anything 
more. 

Commissioner Rinaker : Tell exactly what you did do? 
A. I shut off and put the air on. 

Hovv far were you from the train, in your judgment, 
when you did that? I should say in the neighborhood of 600 



THE GREAT STRIKE ON THE Q. 71 

feet when I saw it, and I would say right here about the 
speed, that that speed, down grade, would require about a 
thousand feet to stop; it has been proved by the Burlington 
tests. 

Mr. Dawes: What became of you, do you know? A. I 
only know that from hearsay. I know I was knocked off the 
engine and they got me up; I was leaning against the drivers, 
they told me, laying up against the drivers; the engine 
jumped the track, I understand; I don't know; I didn't remem- 
ber anything until the next morning. 

Is your sight good — your eyesight? Yes; I think my 
sight is normal, with my glasses. 

You can see at a distance, can you, as well as ordinary 
individuals? I think so. 

In reference to your hearing? Well, I am hard of hear- 
ing in a room, but I am not hard of hearing on an engine. 

Had you received any warning before coming to this 
crossing, as far as you remember of it? No. 

It is fair to say that the roadmaster says he warned you; 
I say that in justification of him. He says he did. 

You did not hear any notice; that is what you swear, isn't 
it? I did not hear him. 

Are you, in your own judgment, from your education 
and experience, both in study and on the road, capable of 
running a locomotive engine? On such a train as that, yes; 
it is a branch road, and there are comparatively few trains; I 
would not care about going on a main line. 

Cross-examination by Mr. Sullivan: Who was the pilot 
who was furnished you? A Mr. Seegers, the roadmaster. 

Can you not hear without putting your hand up? I 
don't wish to be offensive, but I want, as a matter of fact, to 
find out. Not in that tone. I can hear, yes; but I can hear 
better by putting it up, as anyone could reasonably argue; 
probably you can yourself. It is not necessary to do that 
where there is any noise or confusion going on. 

Could you have heard a notice to stop, or a notice that 
there was a crossing, if Seegers had given it to you? I would 
have heard as well as any other person. 

Then you would have heard him if he gave such an order 
or gave such information? You are very well aware of the fact 
you have to speak more or less loud on an engine to anyone. 



72 THE GREAT STRIKE ON THE Q. 

Did anyone speak more or less loud to you as to notify 
you that there was a crossing there, and that you should stop 
400 feet from it? No. 

Did you notice the crossing board on the Quincy road? 
I did not. 

There is a board 400 feet from that crossing, four or five 
feet in height? 

Mr. Dawes: Who says there is a board there? 

Mr. Sullivan : I will show there is by another witness. 

Mr. Dawes: There may be, but I have not heard any- 
body say so yet. 

Mr. Sullivan: How long would it have taken you to 
bring that train to a full stop, running at the rate of forty-five 
miles an hour? When I say how long, I mean in distance; at 
what space from that crossing should you have attempted to 
bring it to a full stop in order to stop it? A. If I knew the 
crossing? 

How long would it take a train to stop? It would take 
in the neighborhood of 1,000 feet. 

You could not have stopped it at the rate of speed you 
were running if you had noticed it at the 400 feet distance? 
No, sir. 

When you got out of the cut was any information given 
to you that it was necessary to stop there? I received no in- 
formation. The first intimation I had was the sight of the train. 

Mr. Sullivan: Was there an engineer on the cab with 
you at the time? Yes, sir. 

Wasn't that engineer who was on the cab at that time 
held responsible for it? He was. 

When you were held responsible for it you never in your 
life run an engine that length before, did you? No, sir. 

If you had been working at the engine-house, and there 
was no such emergency as this, would you have considered 
yourself competent to do it? Not on a road in which I was 
entirely unfamiliar. 

You were entirely unfamiliar with this, were you not? 
I was entirely unfamiliar. 

Did you shut off steam before you saw the Milwaukee 
train? No. sir. 

How far was it from you when you did shut off the steam? 
Fifty or sixty feet. 



THE GREAT STRIKE ON THE Q. 73 

Did you reverse the engine? No, sir, I did not. With 
a well designed driver-brake there is no benefit in reversing 
the engine. 

Did you bring the lever down in front ? No, sir. 

Did you drop the reverse lever forward when you shut- 
off? I don't remember that particularly. • 

When you put the air on, did you use all that was. 
indicated on your gauge? I naturally should do so. 

Did you? No,, I slapped the air around, put the handle 
full around ; I didn't stop to see what was indicated on the 
gauge. 

Did you use any sand? No. 

Were quite excited at the time? I suppose I naturally 
was. 

You lost; your head in fact; isn't that the fact now ? No, 
because it is still«on my shoulders. 

You might as well have been without a head; you lost 
your judgment, didn't you? I don't see that any judgment 
would come in after having shut the steam off and put the air 
on. 

Couldn't you have used sand? I did not. 

You could have used it if you had thought of it? No, sir; 
because I didn't see any benefit; as long as the drivers don't 
slip it is all right. 

Do you know that sand will help to stop a train quicker? 
No, sir I don't know it. 

Do you swear it will not? No, sir, because I have never 
made any experiment in that. 

Then you know nothing about it? You don't know 
whether it would help or not? I have only my judgment, 
which is formed after quite an elaborate series of experiments 
on the brakes. 

John F. Laughlin was examined in chief by Mr. Sullivan, 
and testified : 

Q. What is your name? A. John Francis Laughlin. 

Where do you live? At 818 Washtenaw avenue. 

What is your business? Switchman, in charge of switch 
engine. 

For what road are you working? Chicago, Burlington 
& Quincy; I was at one time, until I quit. 



74 THE GREAT STRIKE ON THE Q. 

Were you employed on the 23d of March for that road? 
Yes, sir. 

Why did you quit? Because I did not see fit to work 
with incompetent engineers. 

What were you engaged at on the evening of March 23d, 
and where were you employed? March 23d I did not do much. 
I only took one train to the Stock Yards and came back. This 
accident I have reference to happened March 22d, I believe, at 
10:30 p. m. 

What were you doing on the evening of the 22d, and where 
were you employed? On the evening of the 2 2d of March I 
had fifty cars shoving into the new yard at Hawthorne, which 
is about three miles and a half, as near as I can judge, from 
Western avenue. We stopped to give me a chance to raise 
the semaphore for the protection of trains coming east, and 
also set the switches going into the new yard. I got up and 
gave the signal to go ahead, and as I did a crash came. 

What character of train was it that run into yours — a 
freight? A freight train. 

What was the condition of the track, so far as obstruc- 
tions were concerned, between your train and the train which 
collided with you? There was no obstruction whatever; there 
was a clear view four miles or three miles and a half; some- 
thing like that. 

What time in the evening was it? About half -past ten. 

Had you a headlight on your engine? Yes, sir. 

Had you a light on the other end of your train? No, 
sir; only my own lamp. 

You were at that end? And a red light; yes, sir. 

You had a red light, as well? Yes, sir. 

Do you know the number of the engine which collided 
with yours? Yes, sir; 310. 

What was the number of yours? 176. 

Was engine 310 flagged? I presume it was, according to 
my helpers' statement. 

Your helpers are here, are they? Yes, sir. 

You had enough helpers to give the necessary flagging? 
I believe I had: I had two. 

To how many of these new men did you give signals who 
were unable to answer or failed to answer the signals? I should 
say three or four. 



THE GREAT STRIKE ON THE Q. 75 

Did you have any conversation with any of them in re- 
lation to the signals? No, sir; well, I had a conversation with 
one; I gave him a signal and he says, " I don't understand 
that signal." 

Was that signal which you gave him and which he said 
he did not understand the usual signal given by railroad men? 
Yes, sir. 

The same signal which has been used on the road all the 
time you have been in its employ? Yes, sir. 

When was that, about what time? That was a couple or 
three nights before I left. 

Commissioner Marsh: State what conversation between 
you and him there at the time he told you he did not under- 
stand that signal? I merely gave him a signal to back up. 
He says, " Partner, I don't understand that signal." I merely 
says to him, " What kind do you understand — steamboat sig- 
nals?" He says, "No, stationary engines." 

William G. Frisbie was examined by Mr. Sullivan and 
testified: 

Q. Were you on the train to which engine 176 was at- 
tached? A. I belonged to that crew. 

At Hawthorne, March 22 I belonged to that crew? 
Yes, sir. 

Did you flag 310 that night? I did. 

State to the Commissioners how far you went from your 
own engine, 176, to flag 310, the one which collided with it? I 
can tell you perhaps better by car lengths; I can make a guess 
at the number of feet. I did not measure it exactly. I should 
think it was in the neighborhood of 1,500 feet to 2,000 feet that 
I was back of where our engine stood. I found the train was 
not coming to a stop, and kept going back myself as long as it 
was possible, giving them all the swing that it was proper and 
right to stop him. He paid not the slightest attention to my 
signal; never even whistled for brakes until after his train 
passed me. 

Did you start back as soon as your train stopped to flag? 
Yes, sir. 

You went as far as you could? Yes, sir. 

Re-direct examination by Mr. Sullivan: 

Q. Did you ever, in all your experience, know a case 



76 THE GREAT STRIKE ON THE Q. 

where an engineer was flagged on a clear track, as in this case, 
and disobeyed a signal and run into another train? No, sir. 

Stewart W. Hadlock, examined in chief by Mr. Sullivan, 
testified as follows: 

Q. What is your name ? A. Stewart W. Hadlock. 

Where do you reside? At Aurora. 

What is your business? Engineer. 

How long have you been an engineer? Nineteen years. 

In what company's employ were you recently? C, B. & Q. 

How long were you in the employ of that company? 
Twenty- three years. 

As engineer and fireman? Engineer and fireman both. 

Do you know Hose De Witt? I do. 

Do you know in whose employ he now is? He is in the 
employ of the C, B. & Q. 

In what capacity? Passenger engineer. 

Hector H. Hall was examined in chief by Mr. Sullivan, 
and testified : 

Q What is your name? A. Hector H. Hall. 

Where do you live? At Pullman. 

What is your occupation? Engineer. 

What company are you working for? Pullman Company. 

Do you know Hose De Witt? Yes, sir. 
* How long have you known him? About eight years. 

Is he a sober man? No, sir. 

What is his general reputation for sobriety? He is an 
habitual drunkard. 

Is that the reputation in the neighborhood where he 
lives? Yes, sir. 

Have you ever heard it discussed? His wife has been 
around to all the saloons forbidding them to sell him anything. 

Why? Because he was an habitual drunkard. 

When did you see him last? I think it was last Thanks- 
giving day. 

What condition was he in then? He was very drunk. 

Did you ever see him sober? Well, no, sir; very seldom. 
I have once or twice, probably; as a general thing he was 
under the influence of liquor. 

John B. Clark, examined in chief by Mr. Sullivan, testi- 
fied: 

Q. State your name? A. John B. Clark. 



THE GREAT STRIKE ON THE Q. 77 

Where do you live ? Aurora . 

What is your business? I was a locomotive engineer. 

How long were you engaged in that capacity? Ten years, 
probably. 

For what company were you employed? Chicago, Bur- 
lington & Quincy. 

Did you serve on any committee for that road while you 
were in its employ? I was on the local examining board for 
the Chicago division. 

Do you know Hose De Witt? I do. 

How long have you known him? About fourteen years, I 
think. 

Do you know he was discharged from this company 
because of his connection with a wreck at Naperville? I do. 

Do you know what his reputation for sobriety is and 
has been during all the time of your acquaintance? He was 
always a hard drinker, when he fired and run here both. 

Have you known him since he was in the employ of the 
company; have you seen him since? I have seen him on my 
way through Piano; he worked at Piano for the Piano Manu- 
facturing Company, and I see him there about in the neigh- 
borhood of a year ago; he struck me for a ride to Chicago. 

Mr. Dawes: I object to any specific instance of drunken- 
ness a year ago. 

Mr. Sullivan: Was he drunk or sober? A. He was not 
sober. 

Did you ever see him sober? I don't think I did; not 
what I should call dead sober. 

You have known him eight years? I have known him 
fourteen years. 

Why did you refuse to give him a ride when he applied 
to you? Well, it was against the rules; and then he was too 
iull of whisky to be a safe man to have around there. 

You haven't seen him since, then? I have not, except 
since he came back to work for the C, B. & Q. 

Acting as engineer? Yes, sir. 

Passenger or freight? Passenger. 

On what road? On the C, B. & Q., on the main line? 

Mr. Dawes, cross-examining: Did you regard that as a 
proper method of determining the qualifications of engineers? 
A. Yes, sir; it is well enough. 



78 THE GREAT STRIKE ON THE Q. 

Is this (handing witness a paper) an accurate copy of the 
protest of the Brotherhood? I will direct your attention to 
Article 22. I don't represent the Brotherhood; I am here as a 
witness. 

I will ask you whether you know as a matter of fact, Mr. 
Clark, whether Article 22 is a copy of a grievance presented by 
the Brotherhood of Locomotive Engineers to the Burlington 
road? I did not present it. 

I understand you did not; you know, do you not? 

Mr. Sullivan: I object to all this as immaterial. 

Commissioner Kinaker : I do not regard that as cross- 
examination at present. Is that offered for the purpose of 
showing that the rule itself was not regarded as a proper one? 
Mr. Dawes : I want to ask this witness what his opinion 
is of this particular grievance. 

Mr. Sullivan: How often have you seen him in eight 
years? A. He laid around Aurora two or three years before 
he got a job any place. 

He lived around Aurora two or three years after he was 
discharged? Yes, sir. 

When he hung around Aurora for two or three years did 
you see him regularly? He hung around a variety saloon that 
used to be there in Aurora. 

Commissioner Kinaker : How often do you mean we shall 
understand you are stating you have seen this man drunk in 
the last eight or ten years? 

Commissioner Kogers : When was it he wanted to come 
up with you on the engine? A. As near as I can remember 
it was in the neighborhood of a year ago. 

Commissioner Binaker : How many times have you seen 
him drunk? A. He was drunk at that time. 

How many more times? Between the seven years before 
that? Well, I would not want to say how many times; but at 
the time he was hanging around Aurora he was off and on. 
He would go away and hunt for a job and come back, go away 
and come back; that is the way he was. 

Was he drunk when you would see him around this vari- 
ety show? Yes, we very seldom seen him sober. 

Mr. Sullivan: Prior to this controversy between the 
railroad and its employes could such a man as De Witt receive 



THE GREAT STRIKE ON THE Q. 79 

employment as an engineer; would you have employed such 
a man? 

(Objected to by Mr. Dawes.) 

Q. Would they employ a man who had been dismissed 
as being responsible for a wreck, as this man was? 

(Objected to by Mr. Dawes.) 

Commissioner Rinaker: Do you know why he was dis- 
charged? A. He was discharged for having a collision about 
half a mile east of Naperville station. 

You know that from your own knowledge? Yes; I was 
mixed up a little bit in it myself. I came near getting into 
trouble with it myself. 

Hector H. Hall being recalled, was examined by Com- 
missioner Kogers, and testified as follows: 

Q. How long is it since this notice was given by De 
Witt's wife to the saloon-keepers not to give him liquor? A. 
I think it was on Thanksgiving day, or the day after. 

That is last year? Yes, sir. 

That was on Thanksgiving day? Thanksgiving day or 
the day after; I am not positive which. 

J. A. Murray, locomotive engineer of thirteen years' serv- 
ice, residing at Rock Island, testified that Frank Hamilton, 
Frank Horn, Joseph Roach, J. Logston, Harry Zimmerman 
and William Patterson, running engines on the C, B. & Q. R. 
R., were brakemen, conductors and baggagemen, respectively; 
that he was acquainted with them all for eight to ten years, 
and that they were inexperienced as engineers or firemen. 

Frank Hamilton, witness on behalf of the C, B. & Q. 
Railroad Company, testified: 

Q. Give your name in full? A Frank Hamilton. 

What is your business? Formerly conductor until the 
10th of last month; now I am running an engine. 

Conductor on the C, B. & Q.? Yes, sir; St. Louis divis- 
ion. 

How long have you^been a railroad man? For the C, B. 
<fe Q. Company, running a train since November, 1880, with the 
exception of five months, up until the 10th of last month. 

Have you been examined as to the manipulation of an 
engine? To a certain extent. 

By whom? Mr. Wallace. 

Is Mr. Wallace here? Mr. Wallace is here. 



80 THE GREAT STRIKE ON THE Q. 

Cross-examination by Mr. Sullivan: 

Q. You never got any technical instruction as to the 
running of an engine in your life, did you? A. Explain 
that word, please. 

You never got any instruction in the shop from those 
who manufacture engines and are familiar with their detail? 
No, sir. 

You don't understand the meaning of the word technical 
yourself? I do; yes, sir. 

Why do you want me to explain it? Because I wanted 
to understand. 

Witness testified that he had been handling engines off 
and on ever since he had been on the road. 

Q. What you mean is you jumped on; would go on when 
the regular engineer in charge was there? A. Yes, sir. 

And the fireman in charge was there? I run the engine 
a certain distance. 

You were allowed to handle it in their presence, just as 
many others are allowed? Yes, sir. 

Do you mean to tell this Commission, on your oath, that 
in that way you acquired sufficient knowledge to make you a 
competent engineer? That is the way, from what I understand, 
to learn to be an engineer. The way they all get to be engi- 
neers. 

You say you were examined to some extent. Were you 
not examined as thoroughly as all other men were examined? 
I don't know how other men were examined. 

How did you come to say you were examined to some 
extent? What do you mean by that? I mean to the extent 
that I was able to answer the questions. 

You were only examined to that extent you were able to 
answer, and you were not examined as to those you were not 
able to answer? I don't know if there were any questions I 
was not to answer or not; I answered all the questions. 

You used that expression, you were examined to some 
extent. I want to know what you mean by that? I answered 
all the questions that were asked me. 

Do you mean to say that all questions were asked you 
which are equally asked applicants for employment as engi- 
neers? I do not. 



THE GREAT STRIKE ON THE Q. 81 

Was anyone else examined at the same time you were? 
There was not. 

Who was present when you were being examined? Any- 
one but the Board? No; there was not. 

No one but the Board of Examiners? No. 

Where were you examined? The principal place was in 
the building where the general officers are. 

Were you examined more than once? I was instructed 
another time. 

I asked you about examinations? No, sir; not on an 
engine. 

How long did your examination take? I could not tell 
that. 

How many questions were you asked? I could not say; 
I did not count them. 

Have you no idea without counting them? I answered 
more questions— I asked and answered more questions than 
was asked me. 

You examined yourself, practically, did you? The Board 
was there to hear it. 

The Board was there to hear you examine yourself— ask- 
ing questions and answering them? Those I did not 
thoroughly understand were questions I asked, and then I 
answered my way, and if I was not right, then I was instructed. 

And upon that instruction which you got at that time 
you were employed as an engineer on the road? Oh, no; this 
is since. 

How long after that was it before you were put in charge 
of an engine, since you got this instruction? I took an engine 
on the 10th of last month, and I run up to yesterday. 

When was your examination? To-day. 

You were examined to-day? Yes, sir. 

Was this the first examination that took place? This is 
the first. 

You were not examined before you were put in charge 
of an engine? No, sir. 

You were put in charge of an engine without an examina- 
tion at all? Without any examination. 

You were this morning examined, and prepared for be- 
ing examined here; is that it? No, sir; I don't know as I was 
prepared at all. I asked questions, and they were answered 



82 THE GREAT STRIKE ON THE Q. 

to me. If I could explain them in the language that was used 
in regard to the management of engines. 

And that is the first time you have been examined by 
anybody representing this road as an engineer? Examined 
on an engine. 

Did you ever draw pay as an engineer or as a fireman 
at any time in the employ of this or any other railroad com- 
pany in the United States before this? As an engineer or 
fireman? 

As an engineer or fireman? I did not. 

Did you ever perform the duties of an engineer or fireman 
at any time in your life before this date, on any road? That 
is, to draw pay for it? 

To draw pay for it, and perform its duties regularly? 
No, sir. 

Did you ever put a wick in a headlight? I did. 

When? The other day. 

Not until that? That is the first one, but I have fre- 
quently saw it done. 

How old are you? I was thirty-four years old on the 
16th day of last January. 

Can you tell what the notches in the quadrant are for? 
Yes, sir. 

Please do so? They are to govern the working of an 
engine. 

State in what respect they govern the working of an 
engine? They start from the center and work both ways; the 
forward and back motions drop the engine down forward and 
you give her the full stroke. If you put her back to a less 
stroke and increase the speed. 

What do you mean by the stroke? The stroke of the 
piston that travels in the cylinder. 

. What is the stroke of your engine? I don't know. 

Has an engine more or less stroke when it is hooked 
down or hooked up? It has the same stroke, but it receives 
steam through the ports to a less stroke. 

In what condition? Both ways; either working in the 
forward or back motion. 

What do you refer to when you speak of receiving more 
steam? Can you explain that? To a certain extent, yes. 

To that certain extent please explain it? As the engine 



THE GREAT STRIKE ON THE Q. 83 

is working yon drop her down and give her full stroke and 
she is receiving steam at full stroke; as you cut her back she 
receives steam to a less portion as you cut her back, and then 
start to travel the other way — the valve it is. 

Do you know anything about the points of cut-off of a 
valve on an engine? No, sir. 

You never got any instruction on that subject? No, sir. 

You were not examined on it this morning, were you? 
No, sir. 

Evidence of a large number of expert engineers 
and practical railread men was heard, together with 
the testimony of the incompetent men. A copy of 
the entire proceedings is in the hands of Mr. Alex- 
ander Sullivan, counsel for the Brotherhood. 

INTER-STATE COMMERCE COMMISSION. 

The result of the State Board's examination, 
with a vast amount of new evidence, was prepared to 
place before the Inter-State Commerce Commission, 
which had signified its willingness to sit in Chicago 
May 1, to examine into the charges that the Burling- 
ton was operating its lines with incompetent men. For 
some reason never made public the promised inves- 
tigation was not made. The Brotherhood side of the 
case was ready, and in the hands of experienced legal 
counsel; however, no action was taken by the Com- 
mission. 

MEETING OF THE STOCKHOLDERS. 

As the stockholders were to meet on May 16, it 
was expected that they, having suffered great finan- 
cial loss from the strike, would take some steps toward 
bringing about a settlement between the men and the 
company. It was considered by the strikers that the 



84 THE GREAT STRIKE ON THE Q. 

road had not been successfuly operated by the class of 
men then in its employ, and that self-interest would 
prompt the stockholders to do justice to their old em- 
ployes. 

Contrary to the anticipations of the men, the 
management was unanimously endorsed at this meet- 
ing and by this action gave notice that nothing in the 
line of concessions could be expected. 

FINAL ACTION OF THE MEN. 

Subsequent to this meeting, the Joint Grievance 
Committee was convened, and it was resolved not to 
declare the strike off but to continue resistance indef- 
initely, this action to be subject to the approval of 
the men. The resolution of the Committee was duly 
submitted to the men along the line, and a vote was 
taken as to whether the strike should be declared off 
or not. The result of the vote was an almost unan- 
imous expression to continue the strike without abate- 
ment. 

After the stockholders' meeting, the men at Chi- 
cago appointed a day to discuss anew the proposition 
to declare the strike off. This caused great uneasi- 
ness along the line, but was only done in order to 
give those who had not been present at the first vote 
taken an opportunity to express their sentiments. 
This discussion, like the preceding one, ended in an 
unanimous decision to continue the strike. 

Every effort had been made by the company to break 
the lines. At Galesburg and other points, it was claimed 
that large sums of money had been offered to individ- 



THE GREAT STRIKE ON THE Q. 85 

uals to break the ranks and again enter the services 
of the company. Outside of Chicago, the men were 
subject to all manner of persecutions to compel them 
to yield to the company's offers, but without effect ; 
not a single case of weakness was developed after the 
second week of the strike. 

In Chicago, as before stated, but two men re- 
turned, one of these, a yardmaster, had been strug- 
gling under the name of "scab" since "'82" and he was 
naturally expected to take the course that he did. 
On the morning of March 23, he was the first yard- 
master to refuse to do duty as a switchman, and the 
first and only one to seek reinstatement. At other 
points along the line, the record is even better than 
this. Probably not over a dozen men weakened ; from 
Chicago to Denver , all have stood firm and solid on 
the ground they first occupied. 

The following quotation from the Brotherhood 
circular heretofore alluded to, will be of interest. 

" THE LOYALTY OF THE STRIKERS. 

"Just here it is proper to place upon record the fact 
— luminous in the annals of labor strikes — of the loy- 
alty of the men, their devotion to principle, and their 
unexampled faithfulness to their obligations. As one 
man they responded to the call. So thoroughly im- 
bued were they with the justice of their cause, that with 
an unanimity which will forever challenge the admira- 
tion of manly men,they surrendered their positions and, 
faced with an unaltering fortitude all the privations 
incident to a strike, rather than sacrifice their man- 
hood, their independence and self-respect. 



86 THE GREAT STRIKE ON THE Q. 

"Be it said to the everlasting honor of the engi- 
neers, firemen and switchmen on the C, B. & Q. sys- 
tem, that they acted their part nobly from the first to 
the last. There was no deserters or traitors to the 
cause ; faithful to their obligations, true to their man- 
hood, honorable in all their methods, they have digni- 
fied themselves and glorified the Orders to which they 
belong, and while courage and fidelity have admirers, 
they will be remembered for their unyielding purpose 
by every true knight of the throttle and scoop where- 
ever the iron horse draws a train." 

FINANCIAL CONDITION OF THE ROAD. 

In June the following statement appeared in the 
Chicago Herald : " The Burlington Company is hav- 
ing a hard time to make both ends meet. Its statement 
of net earnings for the month of May, which came to 
light yesterday, showed a decrease of $803,000, and 
for the first five months of 1888 the loss compared 
with the corresponding period last year reaches the 
astounding total of $4,194,172. Never in the history 
of Western railroads has such a disastrous record been 
made by a big railway corporation in so short a time. 
Less than a year ago the Burlington Company was 
reported to be the strongest corporation of its kind in 
the country. It paid the highest rate of dividends, 
and its securities commanded larger prices than any 
similar paper on the New York Stock Exchange. Since 
the beginning of 1888 its dividend rate has been re- 
duced from eight to four per cent, and even the four 
per cent has not been earned by many thousand dol- 



THE GREAT STRIKE ON THE Q. 87 

lars. The interest requirements, which come ahead 
of the stock, alone amount to, approximately, $6,000,- 
000 per year, or at the rate of $500,000 per month. 
The net earnings for five months, however, are only 
a little over $1,000,000, or less than half of what 
would be required to pay current interest charges. 
In face of this showing, however, the company has, 
since the beginning of 1888, paid three per cent in 
dividends on $77,000,000 stock. This required an 
expenditure of nearly $2,400,000. If this $2,400,- 
000 be deducted from the net earnings of the company 
for the first five months of the year an actual deficit 
of nearly $1,400,000 is left, without allowing anything 
whatever for interest on bonds, which are always a 
prior lien. Deducting $2,500,000 interest charges, 
which somebody must pay, and the deficit is swelled 
to nearly $4,000,000. To put the matter plainly, the 
Burlington Company lacks $4,000,000 of being able to 
pay its debts out of its current earnings. It had a 
a surplus at the end of last year of $1,000,000, but 
this has been wiped out, and a floating indebtness of 
approximately $3,000,000 now stares the Burlington 
management in the face. It is currently rumored that 
the company has been trying to negotiate a loan of 
$2,000,000 in Chicago to help it out of its present dif- 
ficulties, but these negotiations have fallen through, and 
it is understood that an effort will be made to raise the 
money in the East. The depreciation in value of the 
$77,000,000 stock, of at least one-third, is another 
serious loss, which will probably never be retrieved." 



88 THE GREAT STRIKE ON THE Q. 

THE DYNAMITE PLOT. 

July 5, J. A. Bowles, Thos. Broderick and J. Q. 
Wilson were arrested on the train leaving Aurora, at 
2:15 p. m., by Deputy Marshal Burchard and Sup- 
erintendent McGinty of the Pinkerton Agency. A 
package of some substance, said to be dynamite, was 
taken from the rack over the seat occupied by Wilson. 
They were arraigned before United States Commis- 
sioner Hoyne, under section 5353, United States 
Statutes, which provides a penalty of $1,000 to $10,000 
fine for transporting or having in possession dynamite 
on trains or vessels carrying passengers. 

Chairman Hoge was sent for, but when he learned 
the gravity of the charge against the prisoners he had 
little comfort to give them, but promised to secure an 
attorney if he found on investigation that their cause 
was worthy. All three of the men denied ownership 
of the package found in the rack. Bowles came to 
Aurora at the beginning of the strike, and ran an 
engine for thirteen days. His brother finally induced 
him to leave the service of the company, and he was 
taken into the Brotherhood Division at Aurora. The 
Burlington officials testified that Broderick w r asin their 
employ as late as April last, two months after the 
strike began. Wilson was a Pinkerton detective. 
Thus it will be seen that the trio were Burlington and 
Pinkerton employes. 

The company claimed that dynamite was used at 
Eola, West Aurora, Galesburg and Creston, to blow 
up and wreck trains, but that no damage was done, 
except to a portion of a flange on an engine wheel at 



THE GREAT STRIKE ON THE Q. 89 

Eola. In some of these cases a portion of the dyna- 
mite was found unexploded, together with parts of the 
wrapper. If this stuff had really been dynamite, it is 
impossible to conceive how part of the cartridge could 
have remained unexploded. 

J. A. Bauereisen, Chief of the Aurora Division of 
B. of L. E., was arrested July 6 as an accomplice, it 
having been claimed that Bowles received the package 
from him before starting for Chicago with Wilson and 
Broderick. 

Alexander Smith was arrested July 6. Smith is 
a fireman, and was charged with having handled the 
dynamite in connection with the explosion at Eola and 
West Aurora. 

Attorneys Donohue and David were retained for 
the defense of these men. 

Chairman Hoge stated that the Brotherhood did 
not tolerate violence of any kind, and would not come 
to the assistance of any member caught in the act of 
committing crime. The Brotherhood would look into 
these cases, and if satisfied that the men were victims 
of a conspiracy, it would aid and defend them, but if 
it were shown that they had explosives and meant vio- 
lence, they would be left to shift for themselves. At 
this time Mr. Hoge was charged by the Burlington 
people with having issued a circular April 16, to the 
various divisions of the Brotherhood, advising that a 
large number of engineers go to work for the road, and, 
after disabling as many engines as possible with sal- 
soda and emory, to quit in a body. Mr. Hoge denies 
having written this circular, or of having signed it, 



90 THE GREAT STRIKE ON THE Q. 

and stated that it was a forgery, if it existed at all. 
However, Hoge and Chairman Murphy of the firemen 
were arrested July 10 for conspiracy, and held under 
the Merrittlawin bonds of $1,500, which was furnished 
by W. E. Fitzgerald. The complaint alleged that the 
defendants issued a circular with the fraudulent or ma- 
licious intent, wrongfully and wickedly to injure the 
property of the Chicago, Burlington & Quincy railroad. 
The penalty upon conviction is five years in the pen- 
itentiary or a fine of $2,000, or both. The warrant 
also contained* the names of John J. Kelly and J. H. 
McGilvery, secretaries to Hoge and Murphy, who were 
arrested later in the day, but not locked up. Kelly 
made a statement to the effect that he issued the cir- 
cular at the dictation of Hoge, and that the latter 
signed it. It was written with hektograph ink and 
copied on a hektograph. Kelly also swore that he 
had been in the employ of Pinkerton for several 
months, during which time he acted as secretary to 
Hoge. This man belonged to the Brotherhood of Fire- 
men, but was running a switch engine on the "Q" in 
in Chicago, and at the time of the strike was taken 
into the Brotherhood of Engineers. He is a tall, 
slender man of twenty-seven or twenty-eight years, 
blonde, very natty in appearance, small brown mous- 
tache, light eyes inclined to be deep set, and a clear 
ringing voice, like the voice of a woman. He was 
considered of a giddy, frothy nature by his intimates, 
who were surprised at his ability to keep secret the 
fact that he was in the employ of Pinkerton. 

George Godding, an engineer, was arrested in 



THE GREAT STRIKE ON THE Q. 91 

Aurora July 9, charged with Bauereisen in violating 
the United States law in handling dynamite. 

George Clark, an engineer, was arrested at Gales- 
burg July 17, charged with the same offense. Dur- 
ing the examination of these men, Bowles, Smith, 
Wilson, Kelly and McGilvery appeared with the pro- 
secution as detectives and informers. 

Bauereisen was tried, and sentenced to two years 
imprisonment, at the last term of Kane County Court, 
at Geneva, 111. He was convicted on the testimony 
of the informers and Pinkerton men, Bowles, Broder- 
ick, Smith and Wilson. The weight of evidence was 
clearly in favor of Bauereisen, but the fact that it was 
a Kane County jury, and that the Burlington Com- 
pany was the prosecutor, settled the case against him. 
An appeal for a new trial is now pending. 

None of the other cases have matured, and prob- 
ably never will. 

The general opinion of the strikers, and those 
who .have been particularly interested in these cases, 
can be summed up in a few words. Knowing that the 
strike had financially wrecked the property, the man- 
agment found it necessary to make capital for them- 
selves, and concluded that a dynamite scheme would 
answer their purpose. 

They believed that the Brotherhoods were a law 
abiding class of citizens, and that they would be dum- 
founded at the evidence of a dynamite plot, and im- 
mediately declare the strike off. That it was originally 
intended as a bluff is proven by the low grade of 
dynamite used, which had scarcely the explosive power 



92 THE GREAT STRIKE ON THE Q. 

of black powder. The evidence shows that the "Q" 
employes and the detectives procured and used the 
stuff without effect. The only evidence against the 
Brotherhood men was that they had been told by 
these spies what they were doing ; and while the de- 
fendants placed no reliance in the story, this knowl- 
edge was considered sufficient evidence of guilt to 
hold them as accomplices. This course was probably 
decided upon when it was found impossible to make 
them active participants in the crime. 

In the case of Hoge and Murphy, the web was 
easier to weave. Having a Pinkerton man as Hoge's 
secretary, it was a simple matter to put up a fraudu- 
lent circular, and back it up with the utterances of 
other confederates who visited him, and sought to in- 
duce him to resort to violence as a means of compel- 
ing a settlement of the strike. 

PROPOSITIONS FOR A SETTLEMENT. 

July 14, Mr. Stone sent for Chairmen Hoge 
and Murphy to talk over a settlement of the strike. 
Being under bonds, Hoge and Murphy declined to go 
without their attorney ; therefore, Mr. Alexander Sulli- 
van was included in the invitation. They met Mr. Stone 
at his residence the same evening, but having no author- 
ity to make a settlement, only a general conversation 
ensued. Mr. Stone indicated a willingness to take up 
the schedule and pay as good wages as was paid by 
the other roads, especially so in the passenger runs. 
Another meeting was arranged for July 16, at which 
meeting Messrs. Arthur, Sargent, Sullivan, Hoge and 



THE GREAT STRIKE ON THE Q. 93 

Murphy, on behalf of the men, and Messrs. Stone, 
Perkins and Dexter, for the company, were present. 
Mr. Perkins had arrived unexpectedly from Boston, 
and seemed dissatisfied with the action of Mr. Stone 
in calling the meeting, and for a time refused to make 
any concessions. Mr. Stone insisted, and the follow- 
ing was drawn up as a basis of settlement by the com- 
pany : 

"If the strike be declared off, the company agrees 
to take back such of the old men as can at present be 
given employment, and as business increases and 
more men are needed, they will be taken from the ranks 
of the strikers in preference to hiring men who had 
not previously been in the employ of the company. 

" The company further agree that those men not so 
taken back would not be blacklisted, and that those 
whose previous record had been good would be given 
letters of recommendation. Mr. Perkins also agreed to 
rescind the order of J. D. Besler, dated March 25, 
to the effect that the switchmen would not again be 
employed by the Burlington company. 

" That engineers, firemen and switchmen would 
be treated alike in the matter of re-employment. " 

This was in substance all that the company 
would concede. As these gentlemen had no author- 
ity to make any settlement without the consent of the 
men, it was decided to submit the proposition to them 
along the entire system, and Messrs. Hoge, Murphy 
and the writer were appointed to lay the matter before 
ihem. Mr. Arthur was opposed to the switchmen being 
represented on this committee. 



94 THE GREAT STRIKE ON THE Q. 

Before going out on the road, a meeting of the 
Chicago strikers was held at Curran's Hall. In order 
to get the matter properly before them, the following 
resolution was put by the chairman, "Resolved, That 
the striking engineers, firemen and switchmen do 
hereby appoint the following Committee to settle the 
strike: Arthur, Sargent, Alexander Sullivan, Hoge, 
Murphy and Hall, with the understanding that we will 
abide by their decision and will accept the above 
proposition of the company, if no better terms can be 
obtained by the Committee." Arthur, Sargent and 
Mr. Sullivan strongly recommended the acceptance of 
the terms, and sent letters to that effect by the Com- 
mittee to the men along the line. 

The resolution was rejected by the Chicago men, 
and, in fact, by every body of strikers along the entire 
system. Iji these terms of settlement nothing was 
said about dismissing the dynamite cases, it being 
understood that they would be continued. 

July 17 the Committee left Chicago to place the 
proposition before the men, and returned July 27. 
The strikers everywhere decided to accept*no terms 
that did not include the signing of their schedule and 
the absolute discharge of all the new men. They con- 
sidered that the company had asked them to make an 
unconditional surrender, and that the conspiracy 
cases had influenced their leaders to side with the 
company, and they w T ould not now make any settle- 
ment that was not made by the entire Grievance 
Committee and include the whole schedule and dis- 
charge of the new men. Hoge and Murphy knew the 



THE GREAT STRIKE ON THE Q. 95 

temper of the men and knew what the result would be, 
but felt it their duty to present the propositions as 
instructed by their chiefs, Arthur and Sargent, and 
to give the men a complete statement of the condition 
of the strike, prospects of support, etc. It was a dis- 
agreeable duty, but they performed it faithfully. Many 
of the men were inclined to censure the Committee 
for presuming to offer them such terms. 

UNION MEETING AT ST. JOE, JULY 24, 1888. 

The following is the official report : 

The Chairman stated the purpose of the meeting was to 
discuss the merits of the C, B. & Q. strike and to try and 
adopt some plan to bring it to a speedy termination. He also 
explained and outlined the situation of affairs on the C, B. & 
Q. E. E. 

The Chairman then introduced Bro. G. W. Hitchens, 
Chairman of the G. G. Com., K. C, Ft. S. & G. E. E., who 
made a good speech, encouraging the C, B. & Q.Bros, and 
saying that he was in favor of the Boycott and Federation. 

Bro. E. Powers, a member of tne B. of E. B., was then 
introduced, and spoke encouragingly to the C, B. & Q. Bros., 
telling them to stand firm and they were sure to win. 

Bro. F. P Sargent, G. M. of the B. of L. F., was the 
next speaker. He was in favor of Federation,but did not speak 
very encouragingly to the C, B. & Q. Bros, in their struggle 
for Eight and Justice. 

Bro. Bailey, of the S. M. A. A., made an able address, 
which was enthusiastically received. 

Bro. L. W. Eodgers, of the B. of E. B., and a man who 
has traveled over the C, B. & Q. E. E. several times, spoke 
and outlined the condition of the C, B. & Q., and urged the 
the Bros, to stand firm and they were sure of victory. 

Speeches were made by Bro. Wm. McClain, of Quincy, 
and a member of the G. G. Com. of the C, B. & Q.; Bro. Slat- 
tery ? of Butte City, M. T.; J. F. Bryan, of Creston, Iowa; and 
a great many other Bros, of the different organizations, who 
nearly aU spoke in favor of Federation and said they would 



96 THE GREAT STRIKE ON THE Q. 

do all in their power to assist the C, B. & Q. Bros, who are 
now battling for justice. And they all told the Bros, to never 
declare the strike off but to fight it to the bitter end. 

On motion, a committee of nine was appointed to draw 
up resolutions and adopt a line of action for this meeting. 

The Chairman appointed the following Committee on 
Resolutions: W. H. Young, of Div. 307; W. F. Gould, Div. 181; 
R. Lacy, 105, B. of L. F.; T. J. Hayes, 44, B. of L. F.; L. W. 
Rodgers, B. of R. B.; T. Slattery, 151, B. of R. B.; F. Wells, 
Grand Lodge. S. M. A. A.; and T. C. Lyons, No. 9, S. M. A. A. 

On motion adjourned until 9 o'clock, a. m., July 25, 1888. 
Second Day. 

Meeting called to order by F. P. McDonald in the chair. 

On motion resolutions were ordered read, and each 
article taken up and adopted or rejected at one time. 

The following resolutions were read and unanimously 
adopted, the last article being debated freely: 
To the Engineers, Firemen, Switchmen and Brakemen, in Union 
Meeting assembled : 

We, your Committee on Resolutions, beg leave to report 
the following: 

Resolved, That in regard to the alleged dynamite plot, 
we denounce all unlawful acts; and that while we believe the 
accused innocent until proven guilty, yet should any member 
of our organization be proved guilty of the atrocities charged, 
we will not only promptly expel them, but be the first to de- 
mand their punishment. 

Resolved, That we regard this as a conspiracy by the 
C, B. & Q. Co. and the Pinkertons, to bring our Order into dis- 
repute, and turn public opinion and sympathy against us; and 
we ask the public to withhold their decision until the case has 
been passed upon by a fair and impartial jury. 

Resolved, That we thank the managers of this meeting 
for their vigilance in discovering the company's spy who had 
been secreted in the opera house to report our proceedings, 
and that we denounce such dishonorable methods of obtain- 
ing information. 

Resolved, That we, the engineers, firemen, switchmen 
and brakemen represented in this meeting, heartily endorse 
the plan of federation, and ask our coming conventions to 
authorize immediate action on this subject. 



THE GREAT STRIKE OX THE <,>. 07 

Resolved, That tlrs meeting ask Bros. Hoge and Murphy, 
or the G. G. Com. of the C, B. & Q., to place on the payroll 
the names of the trainmen who struck April 1, 1888, and that 
they receive $40 per month for the time they have been out. 

Resolved, That each and every delegate at this union 
meeting be instructed to use every endeavor to have his sub- 
ordinate Division or Lodge, take such action as will guarantee 
financial support to our brothers now struggling for their 
legitimate rights, until such time as the several conventions 
shall convene, and shall incorporate in their constitutions 
sii3h laws as shall thoroughly unite the several organizations. 

Resolved, That we return to our respective Divisions 
and Lodges and notify our constituents to prepare to place a 
boycott on C, B. & Q. cars as soon as the Chairmen of the 
several Grievance Committees think it practicable, and we 
earnestly ask the Chairmen to institute this boycott as soon 
as in their judgment it can be worked with advantage to our 
cause. 

Resolved, That this meeting heartly endorse the action 
taken by the C, B. & Q. Brothers, in refusing to declare the 
strike off. 

All business pertaining to the purpose of the meeting 
being accomplished, the meeting adjourned at 5:15 p. m , July 
25. 

At a special meeting of the engineers at St. Joe, 
a plan was formed to call together the Chairmen of 
all the Grievance Committees in the United States and 
Canada authorized by the chiefs of the Brotherhoods 
to meet in St. Louis August 9, 1888. 

The previous meeting at Kansas City, New York 
and St Joe were the results of local arrangements, 
and unauthorized by the chiefs of the Brotherhoods, 
and their actions were without proper authority, al- 
though giving expression to the general feelings of the 
men. A Committee was appointed to visit Chiefs 
Arthur and Sargent and request them to make an of- 
ficial call of all the Chairmen of Grievance Commit- 



98 THE (ill EAT STRIKE ON THE Q. 

tees. Tin's was clone, and the meeting convened in 

St. Lotus August 9. 

SECRET MEETING AT ST. LOUIS. 

Chiefs Arthur and Sargent were present. The 
entire Grievance Committee of the Burlington and 
the Chairmen of all the other Committees composed 
the assembly. All work was done in secret session. 
Nothing whatever was given to the public. The strike 
was the only question dealt with at this meeting. 
Many of the men favored an immediate boycott of 
"Q" cars and " Q " freight. After two days of dis- 
cussion, it was agreed that the time and conditions 
were not such as to warrant a boycott ; it was believed 
that the road had no business of consequence to be 
injured. This matter was then laid aside to be taken 
up in October. Another Committee was appointed to 
confer with the " Q " officials. This Committee was 
composed of Chairmen of roads not on strike. 

The meeting adjourned Saturday, August 11. On 
Monday, August 13, Alexander Sullivan, Chairman 
Vrooman of the Union Pacific and his committee had 
an interview with Vice President Peasley and General 
Superintendent Besler. 

The meeting was an informal one. The proposi- 
tion presented by the Committee was a demand that 
all the men be taken back in a body ; that the former 
proposition of Mr. Stone, to pay as good wages as his 
neighbors, be accepted by the Brotherhood. .Mr. 
Peasley stated that he had no power to act in the ab- 
sence of Manager Stone and President Perkins, but 
that he would submit the proposition to these officials 



THE GREAT STRIKE ON THE Q. 1>H 

on their return from the East. He also said that the 
company desired peace with the Brotherhoods. 

No action was taken by Messrs. Stone and Perkins ; 
the only result of the meeting was to strengthen them 
in their determination to fight the Brotherhoods to the 
end. 

All efforts to produce a boycott had failed. The 
only result of the union meetings held at various points 
was to convince the strikers that the boycott was not 
necessary, in fact that they had already won the strike. 
They continued their meetings, and were just as much 
out of the way of the company as though they had been 
locked up for months. In the meantime, and in fact 
from the beginning of the strike, the company had been 
moving heaven and earth in their efforts to bring vic- 
tory out of what seemed hopeless defeat. Starting with 
an inferior grade of men,they have been constantly weed- 
ing out the poorer ones as fast as a more competent man 
appeared who was willing to work for them. A very 
great number of those originally hired have disappeared 
and better men have taken their places. Many com- 
petent men, who had been driven out of the Brother- 
hoods for dissolute habits, or from prejudice, and who 
had at first stood aloof from the trouble, had now 
come forward and entered the service. 

Beginning on the 27th of February with their 
business almost ^wholly destroyed, they have used every 
means in their power, and have left no stone unturned 
that promised to increase their traffic. In this they 
have not been unsuccessful, and their business is today 
probably as good as any other Western road. In their 



100 THE GREAT STRIKE ON THE ij. 

relation to the strikers, they have outwitted them at 
every point, and have used with fatal effect every 
weapon that came to their hand. The truth is that 
the old employes never had a leader, from the 27th of 
February until the present day ; they have been under 
the orders and at the beck and call of this committee 
and that committee, and have trusted to this chair- 
man and that chief until they were bewildered, and 
finally lost. The " Ides of March" was as fatal to them 
as to Caesar. When the first boycott was lifted, their 
defeat was absolute and certain; as an evidence of that 
the action of the self-constituted Advisory Board, in 
sending road engineers into the yards in Chicago to 
take the switch engines given up by their brothers at 
the second boycott, the last of March, should have 
been deemed ample and sufficient. 

Any strike, by any body of men, conducted as 
this one was, would have the same ignominious end- 
ing. When a class of men are forced into a strike, 
and their places are filled by men who are allowed to 
retain them ; when the business interests, interrupted 
by the strike, are permitted to be resumed, does not 
such a condition plainly indicate failure? There 
should be no more great railroad strikes until men, 
other than those immediately interested, are ready 
and willing to win them. 

AT THE CONVENTIONS. 

At the Firemen's Convention, the promised plan 
of federation was put forward. Before the firemen 
jadourned, the switchmen had met in Convention. 



THE GREAT STRIKE ON THE Q. L01 

They received and endorsed the plan outlined by the 
firemen, and appointed a committee of the Grand Of- 
ficers to act with the engineers and firemen in putting 
it into execution. Contrary to the expectations of 
the firemen and switchmen, the engineers at their Con- 
vention failed to ratify the move toward federation, 
and had nothing ready to offer in its stead. They did, 
however, pass a resolution favoring "some means of 
bringing the organizations closer together." This ac- 
tion of the engineers was generally understood as a 
desire upon their part to drop the federation scheme 
entirely, and much ill feeling has in consequence re- 
sulted. The striking switchmen naturally felt that 
the sacrifice made by them had failed to bear fruit, 
and that the Brotherhood had not redeemed their 
pledges — nay, more, that they had fallen back into 
their old position of " refraining from all entangling 
alliances " and ignoring the other organizations. 

Affairs remained in this unsatisfactory condition 
until the latter part of November. In the meantime, 
many of the strikers, engineers, firemen and switch- 
men sought and obtained work on other roads, the 
Chicago, Santa Fe & California gaining the most of 
them. 

ANOTHER COMMITTEE. 

At the Engineers' Convention, a committee of 
nine had been appointed, with A. E. Cavener as chair- 
man, to handle the remains of the "Q " strike. Hoge 
was retired, or rather had resigned, and the payments 
to the men were now made through the local divisions 
of the Brotherhood. Up to November 25, nothing 



102 THE GKEAT. STRIKE ON THE Q. 

had been heard of the committee of nine, and it was 
not known that they were making any efforts to assist 
the strikers. It was understood that this committee 
had been given all the power in the Brotherhood, even 
to the boycott, if necessary to win the strike. 

CUTTING OFF THE SWITCHMEN. 

i 

November 25, letters were received by the chair- 
man of each local body of strikers, from Cleveland, 
signed by P. M. Arthur and the Finance Committee 
of the Brotherhood of Locomotive Engineers. 

These letters were to the effect, that after the 
October payment had been made, the switchmen were 
to be stricken from the payrolls ; that the late Con- 
vention had made no provision for the further pay- 
ment of these men. 

It will be remembered that prior to the switch- 
men engaging in this strike, an agreement had been 
made with them that as long as the strike lasted they 
were to be paid the same wages that were paid to the 
engineers. A written contract was entered into, a 
copy of which is now in possession of James L. Mono- 
ghan. During the different phases of the strike this 
agreement was frequently mentioned by prominent 
members of the Brotherhoods, and acknowledged by 
the Chiefs. 

At the same time the switchmen were cut off 
from assistance, the pay of the engineers was raised 
from $40 to $50 per month. This increase of S10 
would have been ample to pay the switchmen. 

Protests were sent to Cleveland from all over the 



THE OREAT STRIKE ON THE Q. 103 

" Q M system. The following is the text in full of the 

Chicago letter, together with the signatures of engi- 
neers, firemen and switchmen : 

Chicago, III., Nov. 24, 1888. 
Headquarters C, B. & Q, Strikers. — Curran's Hale. 
To Messrs. P. M. Arthur, T. S. Tngraham, H. C. Hayes: 

Dear Sirs : In receipt of yours of the 22d, we must say 
that a more sad turn or blow has not struck this body since 
the beginning of the strike as the decision of that letter. 
Have we solicited the friendly hand of our fellow switchmen 
the past eight months, have we sustained brotherly feeling 
and fought the common enemy all summer hand in hand, 
only to throw our participants broadcast over the land after 
proving themselves loyal to us and men of their word? Do 
we have to bring disgrace upon ourselves, by being connected 
with such unmanly actions, and involve thereby bitter an- 
tagonistic feelings in the future? We engineers went out 
with grievances, where the switchmen had none, but sym- 
pathy only; would it not be more justice to cut us off and 
pay these men for their manly actions? 

After the return of the regular delegates from the Con- 
vention, information was communicated to us of their firm 
understanding that the treatment of the engineers and switch- 
men would be the same in the future as in the past. 

In regard to dividing our $40 per month with the switch- 
men in the future, we can only refer to figures; about thirty 
to thirty- one engineers against sixty-five switchmen [in Chi- 
cago— Author] , both parties in debt more or less for the nec- 
essaries of life for the eight months, winter at hand, and our 
men badly in need. Some provision must be made! How in 
the name of God can we share with others, having scarcely 
enough for ourselves? 

The future prosperity of our Order undoubtedly depends 
upon the just action taken in this C, B. & Q. struggle. How 
can we expect to regain and retain the kindly feeling of mem- 
bers of other organizations relative to us in railway service 
by practicing acts of injustice and partiality in our own midst? 
Look at the switchmen at this point. When employed, their 
salary ranges from $75 to $90 per month. They have stepped 



104 THE GREAT STRIKE ON THE Q. 

down for principle's sake, and not for the $40 per month, barely 
sufficient at this point to keep soul and body together. Now, 
at this great Convention it has been overlooked to provide for 
these men who fought the battle according to instructions. 

Only a portion of the men being thought of, and the 
balance of them — those who sacrificed all for principle and 
friendship — have been thrown out into the world without any 
previous notice whatever. Here we are today to fight our own 
battle. Rather than being sacrificed and deserted in this style, 
we will accept previous favorable offers at Chicago, saving at 
least this point, although at the sad experience of broken prom- 
ises. 

Indeed, sad it is for men to fight honorably, and with 
whole soul, only to find out, after losing all, that they are cut 
off from ammunition! Now then, left without ammunition, 
what is left for the soldier to do — surrender or be cut down? 

Our course in this depends on speedy action, and we there- 
fore demand immediate answer from your Grand L ^dge, stating 
decidedly the future treatment. Shall it continue as before, 
or shall it be cut off? As our men are radical, we ask you to 
answer by telegraph, up to 2 p, m., Monday, November 26, 
"Yes" or "No." If no answer is received up to this time it will 
be considered by this body a negative answer, and copies of 
this will be sent to all subordinate divisions and lodges of the 
Big Four organizations. Yours fraternally, 

[Signed] T. J. Tierney, M. Shields, 

M. T. Mahoney. John A. Hienish, 

J. Kyan, David Bain, 

Engineers. Switchmen. 

The answer came by mail, and reads as follows : 

Office of the Grand Division 
Brotherhood of Locomotive Engineers, 
Cleveland, Nov. 26, 1888. 
M. T. Mahoney: 

Dear Sir and Brother: Yours of the 24th at hand, and 
in reply thereto we sent a check Saturday, to pay the engi- 
neers and switchmen alike for October. After that time we 
can pay nothing for the switchmen. You seem to think that 
the power is vested in the Grand Officers to levy assessments 
for the support of the switchmen; but such is not the case. 



FLIK GREAT STRIKE OX THE Q. 105 

We can only act as directed by the Convention. The Conven- 
tion directed that an assessment be levied for the support of 
the engineers at $51 per month, and that is as far as we can 

act. 

Yours fraternally, 

| Signed] T. S. In graham, F. G. A. E. 

Previous to these letters, the Chairman of the 

switchmen had written to Cleveland to make inquiry 

about the October pay. The answer to his letter is 

also herewith given : 

Cleveland, O.. Nov., 22, 1888. 
./. A. Hienish, Esq.: 

In reply to yours of 18th, I can only say that, although 
the Grand Chief was particular to call attention to the fact 
that no provision was made for October payroll, no steps were 
taken to supply that want, and all that we can do is to for- 
ward the amounts as fast as money comes in on donations, 
Avhich is very slow, and with October payroll all payments 
to switchmen and brakemen will cease, as the further assess- 
ment was levied to pay engineers only. We have, however, 
advised the engineers to share what they receive with the 
switchmen. 

Whether or not they will do it, they can answer. We 
shall send a draft today to pay the men at Chicago, both en- 
gineers and switchmen for October, and to other points as 
fast as we can get the monev, which is the best we can do. 
Yours truly. 

[Signed] T. S. Ingraham, F. G. A. E. 

Letters were sent by the strikers to all the Broth- 
erhood Divisions throughout the western country, noti- 
fying them of the arbitrary action of the officers and 
telling them the condition of the men. 

No word had been received from Chairman Cave- 
ner or his committee of nine until after the 9th of 
December, when the switchmen of Chicago declared 
the strike off, as far as concerned themselves. This 



l()t) THE GREAT STRIKE ON THE Q. 

action was taken with the consent and advice of the 
Grand Master of the Association, and letters were sent 
to the switchmen along the line of road, advising them 
to take the same action and make any terms that they 
were able to make with the company. 

The striking engineers and firemen at Chicago 
also advised this course and even offered to unite with 
the switchmen in following it out. 

The switchmen along the line, acting on the ad- 
vice of the Brotherhood men, refused to recognize the 
strike as off, and remained with the engineers, but 
without aid from the Brotherhood, as seen from the 
letters herewith given. 

December 11, Mr. Cavener arrived in Chicago, 
and on the 28th of December representatives of the 
Brotherhood from west of the Missouri river assembled 
in Chicago to the number of two hundred. They were 
called together by Mr. Cavener to take final action on 
the strike. 

. From the 28th day of December to the 4th day of 
January, the daily papers were full of sensational 
rumors of boycotts, but no such action was contem- 
plated by the Brotherhoods. 

Below is given the full report of the settlement, 
issued from the Grand Lodge of the Switchmen's 
Mutual Aid Association. 

OFFICE OF THE GRAND LODGE, SWITCHMEN'S MUTUAL AID 
ASSOCIATION OF NORTH AMERICA. 

Chicago, III., Jan. 10, 1889. 
To All Subordinate Lodges: 

Sirs and Brothers: At the late Convention of the 
Brotherhood of Locomotive Engineers, held at Kichmond, 
Va., a Committee of nine was appointed to examine into the 



THE GREAT STRIKE ON THE Q. L07 

condition of the strike on the C, B. & Q. Railroad, and devise 
ways and means whereby it might be brought to a close. The 
Committee was composed of the following named gentlemen: 
A. R. Cavener, A. W. Perley, T. Holiinrake, Thos. Humphreys, 
A. Le May, A. \V. Logan, Edward Kent, Wm. 0. Hayes and T. 
P. Bellows. After the Committee had made a thorough in- 
vestigation, they requested the Brotherhood of Locomotive 
Firemen to appoint a Committee to act in conjunction with 
with them, and Grand Master Sargent appointed L. Mooney 
and S. W. Dixon as such Committee. This Joint Com- 
mittee, in their report to the two Brotherhoods, say: An 
interview with the officials of the C, B. & Q. company was 
solicited and granted. Other interviews followed, in which 
the strike, in all its details was discussed, with a thorough ap- 
preciation of the gravity and importance of the situation. 
The Committee sought by all the means at its command to 
secure a settlement that would be of the largest possible ad- 
vantage to the strikers. Every point was brought out and 
thoroughly discussed, and after a careful, patient and ex- 
haustive review of the situation, a settlement was effected which 
met with the unanimous approval of the Joint Committee. 

Preliminary to our report of the settlement, we desire 
to introduce the following documents, which are self-explan- 
atory: 

Chicago, Jan. 4, 1889. 
Mr. E. P. Ripley, General Manager, Chicago : 

Dear Sir: The enclosed is a copy of the communioa- 
tion which I was directed to give to the Co remittee of the 
Brotherhood of Locomotive Engineers and Firemen, who 
have been in conference with us today, which was accepted 
by them, and they have declared the strike settled. 

It is important that no question should arise as to the 
good faith of the. company, and it is our desire and intention 
that there should be no opportunity for such question. 

As to the meaning of the word "available, " I desire to 
say that when it becomes necessary to employ men outside of 
those now in the service, care must be taken to consider all 
the qualifications that go to make up availability, including 
experience and familiarity with our surroundings and rules. 
In short, that the very best men are to be selected, regardless 
of personal relations or prejudices for or against any men or 
class of men. 

It should be further fully understood that the company 
does not desire to pursue those who have been guilty of im- 
proper conduct during the late strike, and while such men 



108 THE GREAT STRIKE ON THE Q. 

cannot be re-employed, and while wj cannot give letters to 
them, no officer or employe should continue the animosities 
of the conflict after it is over, or interfere to prevent the em- 
ployment of such men elsewhere. Yours truly, 

Henry B. Stone. 
Similar letters will be sent to all the officers in charge of. 
our different properties, and by them transmitted to their 
operating officers. H. B. Stone. 

WESTERN UNION TELEGRAPH COMPANY. 

Boston, Jan. 3, 1889. 
To Henry B. Stone, Vice President C, B. & Q.Ry., Chicago: 

I did not telegraph yesterday, as you requested, because 
it seemed important under the circumstances, and since we 
have been asked by the engineers t^ say what our position is. 
that it should be done with the authority of the whole Execu- 
tive Committee. The Committee is now in session, and I am 
authorized and instructed to send you the following: 

"The company will not follow up, black list, or in any 
manner attempt to proscribe those who were concerned in the 
strike, but, on the contrary, will cheerfully give to all who 
have not been guilty of violence, or other improper conduct, 
letters of introduction, showing their record in our service, 
and will, in all proper ways, assist them in finding employment. 

"The first duty of the management is to those who are in 
the company's employ, and we must remember, and protect 
their interests by promotions, and by every other means in our 
power. Beyond this, if it should become necessary to go out- 
side of the service for men in any capacity, it is our intention 
to select the best men available, and in making selections, 
not to exclude those who were engaged in the strike of 
February 27, if they are the best men available, and provided 
they have not since been guilty of violence and other improper 
conduct." 

You are authorized to give a copy of this message to the 
engineers who called upon you. 

[Signed] C. E. Perkins. 

Chicago, Jan. 4, 1889. 
Mr.A.R. Cavener, Chairman C mmitiee Brotherhood Locomo- 
tive Engineers : 
Dear Sir: The above is a copy of a telegram received 
yesterday from Mr. Perkins, our President, and which, in ac- 
cordance with his instructions, I have submitted to you, and 
which has been fully discussed with you and your Committee. 
Yours truly, Henry B. Stone. 

Chicago, Jan. 4, 1889. 
Mr. Henry B. Stone, Second Vice President: 

Dear Sir: We, the undersigned Committee, in behalf of 
our respective organizations— Brotherhood of Locomotive En- 



THE GREAT STRIKE ON THE Q. 109 

gineers and Brotherhood oi Locomotive Firemen —and as rep- 
resentatives of the ex-employes of the Burlington system, who 
left the services of said company February 27, 1 888, or later, 
on account of the strike, approve of the foregoing agreement, 
and hereby declare the strike of the said ex-employes as set- 
tled. Yours truly, 

Alex. R. Cavenee, Wm. C. Hayes, 

A. W. Pekley, A. W. Logan, 

T. Holeinkake, Edw. Kent, 

Thos. Humphreys, T. P. Bellows, 

A. Le May, S. W. Dixon, 

L. Mo ONE Y. 



The Joint Committee submitted their report to the 
Grand Officers of the B. of L. E. and B. of L F., and the set- 
tlement "met with their entire and unqualified approval." 
The Grand Officers, therefore, issued a circular to their re- 
spective Divisions and Lodges, under date of January 7, 1889, 
in which they say "The strike of the Brotherhood of Locomo- 
tive Engineers and Brotherhood of Locomotive Firemen on 
the C, B. & Q. railway system, inaugurated February 27, 1888, 
is hereby officially declared at an end, and the striking em- 
ployes are now at liberty to make applications for situations 
on said system." 

The purpose of this circular is to advise the striking 
switchmen who desire to be re-employed, to file their appli- 
cations at their respective Division headquarters, on or before 
February 1, 1889. This advice is given at the request of the 
< fflcials of the company. Applications filed after February 1 
will not be considered 

The settlement may not be all that might be expected 
or desired, but it seems to be the best that could be secured 
under the condition of things, and I hope it will be received 
in good faith, and that all hostility will cease. 

In closing, I urge upon switchmen, members of our As- 
sociation, to exert their influence in securing situations for 
the ex-employes of the C, B. & Q. system. t 

Yours fraternally, Fbank Sweeney, 
Grand Master S. M. A. A. of N. A. 

The letters herein printed are given without 
comment, further than to say that as they seem to 



110 THE GREAT STRIKE ON THE Q. 

have some bearing on the settlement, they were evi- 
dently intended for that purpose. 

The business of the Burlington, as with the other 
western roads at this time, is but little over half its 
usual volume. No switchmen, engineers or firemen 
returned to the employ of that company during Jan- 
uary. Advices from along the entire system indicate 
the same condition of affairs at the present date, Feb- 
ruary 8, 1889. The new men, laid off on account of 
dull business, still remain on hand, and as business 
increases they will return to work, and not until their 
ranks are exhausted will there beany vacancies for the 
old men. The probabilities are, that several months 
will elapse before any of the strikers will be needed 
by the Burlington road. 

The following letters having been made public by 
the Grand Officers of the firemen, through the medium 
of their magazine, we violate no confidence in giving 
them publicity here. We particularly desir to printe 
them, from the fact that they indicate a coedition of 
affairs in relation to the settlement thatn should b 
made known to the general public. The letters and 
comments areom fr the February, 1889, number of the 
Firemen's Magazine. 

" The B. of L. E., at its Richmond Convention, not 
only declined to repeal laws, the enactment of which 
was an indignity of such unquestioned insolence, that 
* a wayfaring man though a fool ' need not err in 
comprehending the outrage, but in its deliberations 
relating to ending the C, B. & Q. strike, it concluded 
to ignore the B. of L. F. entirely, as if the Order had 



THE GREAT STRIKE ON THE Q. 1 1 I 

no interests at stake and was unworthy of notice. In 
proof of this we introduce here an extract of a letter 
from P. M. Arthur, Grand Chief, dated November 5, 
1 888, which is conclusive: 

" The Convention also decided to appoint a Committee 
of nine, with Bro. Alex. Cavener as chairman, to determine 
when the strike shall end on the C, B. & Q. Bro. Cavener will 
first go over that system, and see how the situation is, and 
address the men at the different places on the line, in view of 
a settlement. After which he will convene his Committee and 
they are to decide when the trouble shall end, and no one but 
themselves is to know the result until they report to the Grand 
Officers. 

"We have italicised certain expressions in Grand 
Chief Arthur's letter to Grand Master Sargent, to 
enable our readers to see how effectually the B. of L. 
F. was squelched, left out in the cold, disregarded and 
tabooed by the B. of L. E. in the ' settlement ' of the 
strike. 

" In reply to Grand Chief Arthur's letter of No- 
vember 5, we here introduce extracts from Grand 
Master Sargent's letter of November 7 : 

P. M. Arthur, Esq. . 

Dear Sir and Brother: I am in receipt of your com- 
munication of November 5, written by S. G. E. Bro. Everett, 
and I have noted its contents carefully and I must acknowledge 
that I am disappointed in the action taken at Richmond on 
the question of federation. 

Referring to the strike, I had hoped that your Conven- 
tion would end it, believing as I do that it is a useless waste 
of time and money to continue it any longer. \V 7 e are already 
feeling the strain ourselves; my mail is continually filled with 
communications coming from the officers of the Subordi- 
nate Lodges, appealing to me in behalf of their members to 
excuse them from paying the heavy assessments which we 



112 THE GREAT STRIKE OX THE Q. 

liave been compelled to levy. Others are prepared to sur- 
render their charters, and the situation is anything but agree- 
able to me. There can be no change, however, until such 
time as the strike is declared off. And we will be compelled 
to contribute to the support of these men for a longtime after, 
as many of them will be without situations. Whatever may 
be the decision of the Committee which you have appointed, I 
hope that they will bear in mind that the Brotherhood of Lo- 
comotive Firemen are just as much interested in this strike 
as is the Brotherhood of Locomotive Engineers and that they 
will also consider this claim, that the members of the Broth- 
erhood of Firemen are not all wealthy men. 

" In reply to Grand Master Sargent's letter of the 
7th, Grand Chief Arthur writes as follows, under date 
of November 9 : 

In regard to the strike we are deeply sensible of the cir- 
cumstances by which you are surrounded, and nothing could 
have been further from our thought than to ignore you or your 
Brotherhood, but in view of the fact that your Convention 
adjourned without action touching that matter, and as you 
had expressed a hope that our Convention should declare it 
off, it was deemed wise to take steps to fix a time to end it 
without giving any aid or comfort to the company. 

This is what was kept in view and the welfare of the fire- 
men in it was as much an object as was that of the engineers, 
and when the Committee reports you will be fully informed of 
the course decided upon. 

" We are not disposed to indulge in severity of lan- 
guage in criticising Grand Chief Arthur's letter to 
Grand Master Sargent, of November 9. It is easily 
seen that Mr. Arthur was not only 'deeply sensible' of the 
circumstances which 'surrounded' the B. of L. F., but 
was quite as 'deeply sensible' that the circumstances 
'which surrounded' the B. of L. E. were of character 
which he found it exceedingly difficult to explain. 
When the B. of L. E. deliberately 'ignored' the B. of 



THE GREAT STRIKE ON THE Q. 113 

L. F.j giving it a direct slap in the face in a matter in 
which the interests of its members were vitally in- 
volved, the declarations of the Grand Chief 'that 
nothing could have been further from our thoughts 
than to ignore you or your Brotherhood,' the very 
climax of irony is reached. Look at it ; here were 
two great Brotherhoods engaged in a life and death 
struggle with a powerful corporation. It had cost 
them hundreds of thousands of dollars. Firemen, with 
a fidelity born of heroism worthy of monuments of 
marble, had stood by the engineers until they were 
impoverished. At this supreme juncture, the B. of 
L. E. concludes to take steps to terminate the strike. 
Does it consider the interests, the rights, the sacrifices 
of the B. of L. F. ? No, not in the least. There is 
no word, no sign of recognition. On the contrary the 
action of the B. of L. E. is that of the most offensive 
ostracism. There if not so much as a squint at co- 
operation or federation. The gush and slush about the 
'twin Brotherhoods' disappears, and yet Grand Chief 
Arthur declares, as if he expected his assertion would 
be accepted as true, that in the appointment of a Com- 
mittee of nine, clothed with full power to settle the 
strike, in which no reference was made to the B. of L. 
F. or to its interests, 'nothing could have been further 
from our thought than to ignore' the B. of L. F. It 
is sufficient to say that the declaration of Grand Chief 
Arthur was not accepted as conclusive. It is neither 
an apology nor an explanation. Indeed, it only serves 
to emphasize the fact that the B. of L. E. deliberately 
and purposely ignored the B. of L. F. 



114 THE GREAT STRIKE ON THE Q. 

"Proceeding with the history, it will be seen that 
Mr. Alexander R. Cavener, Chairman of the Committee 
of nine engineers, proceeded to carry out his instruc- 
tions. He went over the roads of the <Q' system, 
he held meetings and obtained information. He as- 
sembled his Committee of engineers and made his 
reports. The conclusion was to declare the strike at 
an end. In all of this no fireman had been consulted 
— no attention paid to the B. of L. F. officers or men. 
There had been neither co-operation nor federation — 
no allusion to the 'twin (?) Brotherhoods/ 

"At this juncture, Mr. Alexander R. Cavener, 
Chairman of the Committee of nine, bethought him- 
self of the fact that there was such a Brotherhood as 
the B. of L. F. The B. of L. E. had not authorized him 
to indulge such a thought, but he did remember it and 

sent the following telegram : 

Ci^cago, Dec. 27, 1888. 
Sargent and Debs: 

Can you select a Committee of your Order to act in con- 
junction with our Committee? Meet us at Commercial Hotel 
morning of December 29. 

[Signed] Alex. R. Cavener. 

" This was the first intimation the B. of L. F. had 
that the B. of L. E., or the Committee of nine, recog- 
nized that the B. of L. F. had any interest whatever 
in the ' Q ' strike, or in the settlement of the strike. 
Grand Master Sargent was not in Terre Haute when 
the message was received, and Grand Secretary and 
Treasurer Debs, of the B. of L. F., replied as follows : 

Terre Haute, Ind., Dec. 27, 1888. 
Grand Master Sargent is expected home from the East 
this evening, and your message will be referred to him on his 



THE GREAT STRIKE ON THE Q. 115 

arrival. For myself I do not favor the appointment of a Com- 
mittee such as you suggest at this time. The invitation for 
joint procedure comes too late in the day. I have no doubt 
our regular Committee representing the C. B. & Q., now at 
Chicago, will be amply able to look after our interests. 

E. V. Debs. 

"Upon the arrival of Grand Master Sargent the 
following message was sent to Chairman Cavener, at 
Chicago : 

Teree Haute, Ind., Dec. "29, 1888. 
A. R. Cavener, Commercial Hotel, Chicago, III.: 

Referring to your telegram we have to say, that in our 
opinion we should have been given an opportunity of being 
represented in the tour of inspection of the " Q'' system. We 
are in the habit of acting for ourselves in such matters, and 
hence we are not disposed at this late hour to join in the 
"amen" to what has been done. If we were not capable of 
doing our part from the beginning we are not willing to join 
issues now. We respectfully decline to appoint any Commit- 
tee for the purpose suggested in your telegram. 

[Signed] F. P. Sargent, Grand Master. 

E. V. Debs, Grand Sec. & Treas. 

" The refusal of the B. of L. F. to appoint a Com- 
mittee to act with the engineers' Committee was ad- 
versely criticised, and resulted in sending to Terre 
Haute a Committee of two, Bro. B. H. Lacy, Chairman 
of the C, B. & Q. Committee, having charge of strike 
affairs, and Bro. George Godding. These men visited 
Terre Haute, and, acting under advice, represented to 
Grand Master Sargent that it was important that a 
Committee should be appointed to represent the fire- 
men on the Committee of engineers. 



1 L6 THE GREAT STRIKE ON THE Q. 

" Grand Master Sargent thereupon transmitted to 
Grand Chief Arthur the following message : 

Terre Haute, Ind., Jan. 2, 1889. 
P. M. Arthur, Cleveland, Ohio: 

I have been requested by A. R. Cavener, Chairman of 
Committee at Chicago, to appoint a Committee of firemen to 
act with them in the matter now before them. Will you in- 
form me if he has the authority to do this, and if you approve 
of the same as the Executive of the Order? Has this Com- 
mittee full power to act regardless of you? Answer at my 
expense. 

[Signed] F. P. Sargent, Grand Master. 

" In response to the foregoing, the following reply 
was received from Grand Chief Arthur : 

Cleveland, O., Jan. 2, 1889. 
Frank P. Sargent : 

Would advise you to grant Cavener's request in the in- 
terest of peace and harmony. He has not complied with my 
instructions, but I waive all in favor of having an end put to. 
the strike. 

P. M. Arthur. 

" Upon receipt of this message, Grand Master Sar- 
gent appointed Bros. S. W. Dixon, of Baraboo, Wis., 
and L. Mooney, of St. Joe, Mo., a Committee to repre- 
sent the B. of L. F.'s interests, as set forth in the fol- 
lowing communication addressed to Chairman Cavener 
of the B. of L. E. Committee under date of January 2 : 

Grand Lodge j 

Brotherhood of Locomotive Firemen, v 
Terre Haute, Ind., Jan. 2, 1889. ) 

A, R. Cavener, Esq., and members of the Committee representing 
the Brotherhood of Locomotive Engineers and the inter- 
ests of the C, B. c£ Q. engineers engaged in the present 
strike: 

Gentlemen and Brothers : It is not necessary for me 
to introduce myself to you honorable gentlemen, as I am, no 
doubt, known to you both officially and socially, and I will 



THE GREAT STRIKE ON THE Q. 117 

proceed to place before you certain facts, and at the same time 
explain to you the reason of my forwarding the message to 
Bro. Cavener, Chairman of your Committee, signed jointly by 
Bro. Debs and myself, in reply to a request made by Bro. 
Cavener for us to appoint a Committee representing the fire- 
men to go with you before the officials of the Burlington 
system. I desire to trespass upon your valuable time long 
enough to call your attention to the original compact entered 
into between the engineers and firemen in the beginning of 
this eventful strike. It was understood that in all our dealings 
both as Committees and as executive officers among ourselves, 
or when before the officers of the company, that we should 
act together. I am not disposed at this time to pass any criti- 
cism whatever upon the action of the Brotherhood of Loco- 
motive Engineers or upon any of its executive officers; I simply 
wish to call attention to this matter in a fair and unbiased 
light. 

When our Convention convened at Atlanta, the situa- 
tion of the Brotherhood was not of an encouraging nature; 
we were incumbered with debt; we knew that we could not as 
a body, take any action in the matter of the strike, except to 
provide means for the maintenance of the men engaged there- 
in, until such time as the Convention of your honorable body 
had convened and decided upon what they believed to be the 
best course to pursue. We provided means for the further 
sustenance of our men and awaited the action of your 
body. Being honored with an invitation to be present in 
Richmond as a guest of your Brotherhood, I was able to meet 
with many of the prominent members, together with the 
Grand Officers, and I presented, when the opportunity offered, 
my exact position as an Executive Official, stating, that we, 
as an organization, were willing, at all times to do anything 
that was honorable toward bringing about a satisfactory set- 
tlement of the difficulty. I was assured that some action 
would be taken whereby some means would be devised which 
would lead to the ending of the strike. I returned home, and 
shortly after the termination of your Convention, I received 
an official communication from Grand Chief Arthur, in which 
he informed me that a Committee of nine had been appointed 
with Bro. Alex. R. Cavener as Chairman, to determine when the 
strike should end on the C, B. & Q.; that Bro. Cavener should 



118 THE GREAT STRIKE OX THE Q. 

first go over the system and see what the situation was, and 
address the men at different places along the line in view of 
a settlement; after which he would convene the Committee, 
and they were to decide when the trouble should end, and 
no one but themselves was to know the result until after re- 
porting to the Grand Office. I immediately wrote a letter to 
Grand Chief Arthur, in which I expressed a feeling of dissat- 
isfaction on account of the firemen not being requested to 
to appoint members of the organization to represent them; 
I believed that if there was a representative of the engineers 
organization going over the system that there should also be 
a representative of the firemen accompanying him. I may 
have been wrong in my view, still I have seen nothing yet to 
change my opinion. In reply to my letter to Grand Chief 
Arthur, he stated that it was not the intention to ignore us in 
any manner, but as I had expressed the hope that his Con- 
vention would devise the> means of ending the strike, it was 
deemed wise to take steps and fix a time to end it without 
giving any aid or comfort to the company. He further stated 
that the firemen and their welfare were kept in view, and that 
when the Committee made its report that I would be fully in- 
formed of the course decided upon, no intimation being made, 
however, that I was at liberty to appoint any firemen to go in 
conjunction with the Committee of engineers. While the com- 
munication did not just meet my views, I said to my associate, 
" We will await the report of this Committee. ,? A few days 
after I visited Cleveland and had a conversation with Grand 
Chief Arthur, in which I again broached this matter, and was 
again informed by him that it was no intention on the part of 
the Convention to ignore the firemen and that our interests 
were considered equally with theirs. He furthermore informed 
me regarding the authority delegated to the Committee, and 
led me to believe that all you could do was simply to assem- 
ble, receive the report of Bro. Cavener, and then recommend 
what further action should be taken by the Grand Officers 
when we should convene as Grand Officers and decide the 
issue. A few days after this I was present in the city of St. 
Paul, and had a pleasant interview with Bro. Hayes, who is, I 
believe, a member of your Committee. I expressed to Bro. 
Hayes my opinion, and I desire to say I found him exceedingly 
courteous, and he coincided with my views, saying it was all 



THE GREAT STRIKE ON THE <). 1 ll> 

due to an oversight and that be would communicate with 
Grand Chief Arthur on the subject. I stated to Bro. Hayes 
that if Grand Chief Arthur requested of me the appointment of 
a Committee, I would gladly do so; nothing more was heard of 
the matter. I was receiving communications daily from all 
sections of the country, asking why the firemen were not 
represented on this Committee; such communications I 
answered in as honorable a manner as I knew how, placing no 
censure upon any one and saying nothing that would in any 
manner, lead intelligent men to think we had any desire to 
antagonize. 

In my absence from the city Bro. Debs received a tele- 
gram from Bro. Cavener, requesting us to appoint a com- 
mittee. Bro. Debs answered the message, expressing his 
sentiments, not for the purpose of creating ill-feeling, but 
simply to place us and our Order before the Committee in an 
honorable light. Upon my return the message was submitted 
to me, and in view of the fact that throughout this entire 
strike we have acted jointly, believing that we should have 
been requested to make appointments on that Committee of 
engineers, and in view of the further fact that at the time of 
learning officially of the action of the Committee, I wrote to 
Grand Chief Arthur, calling his attention to my feelings and 
afterward in my conversation with Brother Hayes, in which I 
gave him to understand that if Grand Chief Arthur would re- 
quest of me the appointing of a Committee that I would gladly 
do so. I believed, as did Bro. Debs, that it was entirely wrong 
to ask us to send a Committee to go before the officers of the 
company after the Committee's work in a large measure had 
been accomplished. When I say "Committee's work" I refer to 
the Chairman, who had been over the system interviewing 
men and observing the situation while we were not represent- 
ed nor even requested to be; and for this reason our mes- 
sage was sent. This morning a Committee of two of the Gen- 
eral Committee representing the firemen on the C, B. & Q. R. 
R. presented the position you occupy and authority delegated 
to you by your Grand Body. After a careful consideration of 
the matter and a desire to bring about an amicable settlement 
of the present difficulty, create harmony and good will be- 
tween all labor organizations, especially our co-workers, the 
engineers, we have wired the following message to Grand 



1^0 THE GREAT STRIKE ON THE < x >. 

Chief Arthur: "I have been requested by A. R. Cavener, 
Chairman of Committee at Chicago, to appoint a committee of 
firemen to act with others in the matter now before them. 
Will you inform me if he has the authority to do this and if 
you approve of the same as the Executive of the Order? Has 
this Committee full power to act regardless of you? Answer at 
my expense." 

Considering the correspondence and conversation we 
have had on this subject with Grand Chief Arthur, it is no 
more than right that he should, as an executive of the organ- 
ization he represents, endorse the appointing of a Committee 
representing the firemen, to take part in these deliberations. 
Upon receiving his reply, if he endorses your request, I shall 
immediately instruct two members of our Order, who are in- 
telligent, capable and somewhat familiar with the situation, to 
report to you at once. lean assure you that whatever you 
decide upon doing, these representatives will acquiesce in 
so long as it is to the interests of the organizations involved. 

I am sorry that there should be any misunderstanding 
on account of this matter, but I think time will demonstrate 
to intelligent, thinking minds that the position taken by the 
Grand Officers of the B. of L. F. has been an honorable one, 
and all we ask is that consideration which all honest men are 
entitled to. We may differ in opinion, but that we have a 
right to do, and when it comes to a matter of such grave im- 
portance as the one that now presents itself for our consider- 
ation, we should set aside all personal feelings and act to the 
best interests of those we represent. 

I can assure you, gentlemen, that you have the best 
wishes of the Grand Officers of the Brotherhood of Locomo- 
tive Firemen, and we only trust that through your delibera- 
tions may come such good results as will redound in honor to 
yourselves as well as to the organization which you repre- 
sent. Yours fraternally, 

F. P. Sargent. 

"In this connection it becomes necessary to state 
that among other things charged in support of the 
allegations that the B. of L. P. is responsible for 
the failure of the strike, is a letter written by Grand 



THK GREAT STRIKE ON THE Q. 121 

Master Sargent in reply to a letter received from Bro. 
J. E. Kline, of Plattsmouth, Neb. As special efforts 
have been made to misrepresent Grand Master Sargent 
in the matter, we here give the full text of the corres- 
pondence : 

Plattsmouth, Neb., Dec. 6, 1888. 
F. P. Sargent, Esq,, Grand Master : 

Dear Sir and Brother : Yours of recent date to Bro. 
Zinn was referred to me, and I was requested to ask for in- 
formation. Since you cannot assure us our support after No- 
vember, can you give us any encouragement in regard to the 
Committee of nine, with Cavener at the head, which was ap- 
pointed at the late Engineers' Convention? We have been 
notified that they would put on the boycott, which I think is 
the only means to win this fight. I am very much afraid that 
this strike is lost, and that we (the men on the Q.) are sac- 
rificed. I have been a Brotherhood fireman about two years, 
and have done everything in my power to promote the Order, 
and I have always thought that nothing could break our or- 
ganization, but I am afraid if this strike is lost, that we fall 
beneath the heels of capital; yet I am satisfied that some 
move can be made by our Order to crush the C, B. & Q. into 
submission. Now, in regard to some of the strikers refusing 
employment on other roads, preferring to lay idle on the 
forty ($40) dollars paid us for so doing, I think is false, and I 
am satisfied I can convince your informant. In the first place, 
well do you know that there are many roads that want men, 
but refuse to employ C, B. & Q. strikers, until the strike is 
declared off. Furthermore, we have men working on all the 
roads in the country that will employ strikers. I am sorry 
that those men who are being expelled for non-payment, can- 
not see that it is to their benefit to sacrifice a few dollars per 
month, while we who are in the fight sacrifice on an average 
of thirty-five ($35) dollars per month. I would to God that 
those men have their wages cut down one-half in the next 
twenty-four hours. In conclusion, I ask you your candid 
opinion in regard to the boycott. Please let me hear from you 
at once. 

Sincerely yours. Jno. E. Ki*ine. 



\'2'2 THE GREAT STRIKE ON THE (). 

Grand Lodge | 

Brotherhood of Locomotive Firemen, 

Terre Haute, Ind., Dec. 14, 1888. J 

Dear Sir and Brother : Your favor of December r> 
came to hand during my absence from the city, which accounts 
for a delayed answer. I cannot give you any information of 
the action of the Committee appointed by the engineers in 
their Convention, other than what I received from Grand 
Chief Arthur and one member of the Committee. I have 
heard that it was the intention of the Committee to end the 
strike; but I can say to you honestly and candidly, that so far 
as a boycott is concerned it is simply nonsense to talk about it. 
Any sane man who will carefully consider the present situa- 
tion of the C, B. & Q., and the condition of our organization, 
would see the folly of our contemplating such a step. The 
day for boycott has long gone by; there was a time when it 
could have been put into effect, and something accomplished 
by it, had there been any disposition on the part of a large 
number of men to maintain it, but any man who was a witness 
of the situation at Chicago, during the time of the boycott, 
would see the folly of talking about one in this instance; and 
I must say to you very firmly and honestly, that the Brother- 
hood of Locomotive Firemen, as an organization, will have 
•nothing whatever to do with a boycott, no matter what Mr. 
Cavener's statements may be. I am waiting for the report of 
this Committee which has been appointed by the engineers. 
When their report comes in, if they have no way of ending the 
strike, I will find a way of getting the Brotherhood of Locomo- 
tive Firemen out of it, and I will go to work and endeavor to 
find employment for our members who are not able to find it 
themselves. It is a very good idea to go to work and preaeh 
federation and all these different doctrines, and then, when the 
time comes to act upon them, repudiate them. There is no 
man who appreciates the manly stand of the C, B. k Q. fire- 
men more than I, and there is no one in a better position to 
seethe condition of the organization than I am. I am speaking 
for no effect other than to express my honest opinion. The 
time has come when this strike must end and the men must 
look for employment, and the quicker this is done the better it 
will be for all concerned. There are those in our Order who are 
not earning $40 per month and whose wages are far below the 



THE GREAT STRIKE ON THE Q. 1 2^> 

wages paid ou the Western roads. These men have paid their 
last dollar and they are in want; their families must have 
clothes, they must have fuel to keep them warm; and I can 
tell you as a friend and brother that I do not propose to drive 
such men out of the organization after having done what they 
could to maintain the strike. As soon as»the strike is off we 
will devote our time and attention to finding employment ;for 
such men as desire to make application to the Grand Officers. 

Let the consequences be what they will, we have decided 
upon the stand we shall take, and I shall take it as an official 
of the Order. The engineers in their Convention were in- 
formed of my opinion, as was Mr.Cavener, and it seems to me 
that when their Committee was appointed, it would have been 
nothing more than proper courtesy to have requested one of 
our members to act with them. This they did not do. They 
say it was an oversight, hut it does not change my opinion as 
to their duty. I have learned through a member of the Com- 
mittee of what their action will be; and I desire to say to you 
as a brother, with the best feelings towards you and other 
members of your Lodge and all strikers, that the advice we 
gave you in our last communication w r as for your best interests 
as well as to the interests of every member in the country. 
The men avIio preach boycott had better be engaged in bring- 
ing about federation of the different organizations, so that 
they may act in harmony one with another. Better be men 
and acknowledge the strike lost, look for work and get them- 
selves in a position to fight again when we are called upo.i to 
do so. 

I trust you will receive this communication in the spirit 
in Avhich it is written, as I desire to be honest with you and 
to give you what I believe the best advice that I possibly can. 
and. mark my words, the day will come when you will say 
that I was right. It may be when I am officially dead, but I 
know what the final result will be. I have the best of feeling 
for the engineers on the Burlington system, they have done 
their duty and done it manfully; and had they the support 
which they ought to have had. the result of the strike would 
have been very different. 

Trusting that the Brothers have decided to take the 
advice of one who is their friend, and if they desire assistance 



124 THE GREAT STRIKE ON THE Q. 

in the way of positions and situations that they wiU apply 
for them, and wishing you all success, I remain, 
Yours fraternally, 

Frank P. Sargent, G. M. 

"The particular charge made was that Grand 
Master Sargent had advised firemen to take the places 
of engineers. And upon this gratuitous falsehood 
every conceivable charge has been rung. It will be 
observed that there is not so much as an intimation of 
such a thing, nor can any amount of torture of Grand 
Master Sargent's language make it convey such an 
idea." 



